US563249A

US563249A - Gas-engine

Info

Publication number: US563249A
Authority: US
Publication date: 1896-07-07
Anticipated expiration: 1913-07-07

Description

/ 6 Sheets--Sheet I. H. C. BAKER.

' GAS ENGINE. ,249. f Patented July '7, 1896.

` (No Model.)

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Wl' tnedses (No Model.)

6 Sheets-Sheet 2,

H. .0. BAKER.

- GAS ENGINE.

Patented` July 7,1896.

(No Model.) e sheets-sheen s.

H. C. BAKER. GAS ENGINE.

Patented July 7, 1896-.

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(No Model.)

6 Sheetsfsheet 4. BAKER. GAS ENGINE.

Patented July 7, 1896.

Inventar.'

6 sheets-sheet 5. H. C. BAKER.

GAS ENGINE.

j Patented July '7, 1896.

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H.C.IBAKBR.

6 Sheets-Sheet 6.

GAS ENGINE.

(No Model.)

Patented July '7, 1896.

. o wb UNITED STATES PATENT OFFICE,

1 HURBERT c. BAKER, oF HARTFORD, CONNECTICUT'.

GAS-ENGINE.

SPECIFICATIN forming part of Letters Patent No. 563,249, dated July 7, ,1896; I

Application filed August 17, 1895.

' air and the vapor of naphtha or other volatile liquid hydrocarbon.

One object of my present invention is to I produce an improved, compact, durable, and

efficient engine of the class specified, and one which will run at a high rate of speed and develop the maximum amount of powe'r for a given quantity of gas consumed, and one which will also operate with a relatively uniform rotative eiiectgwith little noise', and with a minimum amount of frictionof the working parts.

Another object of my invention is to pro-` vide, in connection withthe gas-engine, improved means for the automatic production of the gas or combustible mixture in quantities proportioned to the work'performed by the engine, -and whereby the supply of gaswhich in this engine is carried to and is exploded in the piston cylinder or cylindersis automatically decreased and increased in proportion to the increase and decrease, respectively, in the speed of the engine 'when said engine is running below its speed limit, and is automatically shut oi when the engine reaches its speed limit.

Anotherv object of my invention is to furnish an improved gas-engine having a series of cylinders equidistantly disposed about a crank-shaft, with their axes parallel to each other and to saidcrank-shaft, and vhaving pistons operatively connected with the crankshaft by means of a universally-oscillating connector or vcompound lever, and having improved means for producing ythe explosive mixture and introducing the same'into the exploding ends `ot' the successive cylinders alternately,"and also having improved ignit-' ingmeans controlled by the -crank-,shaft for Serial No. 559,5193. (No model.)

Another object of my invention is to so I construct and organize the several coperative mechanisms of the gas-engine that each piston will have a double reciprocation between each. explosion, and will have an action in alternating relation with the other pistons,

andwhereby the explosive mixture will beirst drawn into the exploding-chamber by one forward stroke of the piston,'will then be compressed by a backward 4stroke of the piston, after which the-ignitingmechanism will operate to explode the compressed combustible mixture, which will drive the piston' forward, after which the products of' combustion are exhausted upon-the next backward stroke of said piston.

Another object of my invention is to furnish improved valve mechanism directly actuated by the crank-shaft for properlycontrolling aud timing the induction of the explosive mixture to the combustion-chambers ofthe several cylinders, and for controlling 'andtiming the exhaust of the products `ot` combustion, so that the piston will, in pointof'rtime, have eifective operations alternately.

r In'the preferred embodiment of my invention' herein shown and described the gas-engine comprises, in part, a suitable. bed or framework; a crank-shaft journaled for rotation in suitable bearing in said. bed; one or more cylinders substantiallyin axial parallelism with the crank-shaft; one or more pistons operatively connected with the crank-shaft by means of a reciprocatory connector; an induction and eduction port communicating with each cylinder;- gas producing and controlling mechanism embodying a rotative feed-valve actuated by the crank-shaft, and a governor controlled by the speedv of the crank-shaft and having means for eifecting a variation inpthe feeding capacity of the valve in proportion to the speed of the crank-shaft; al rotative engine valve driven from the crank-shaft, and adapted for controlling theinduction of the gaseous mixture to each cylinder,and also for controlling the exhaust; and igniting apparatus controlled by the crank-shaft for igniting the gaseous mixture lin each cylinder to eiect an explosion of the loo same at the required time and cause the piston to move forward, all substantially as hereinafter described, and more particularly set forth in the claims.

In the drawings accompanying and forming part of this specification, Figure 1 is a sectional side elevation of the gas-engine, said section being taken on the longitudinal line drawn through the center of the engine. Fig. 2 is a sectional end view of the engine, taken in dotted line b b, Fig. 1, looking ytoward the right hand in said figure. Fig. 3 is A the cylinders and the induction and exhaust ports of the engine-valve. Fig. 5 is a crosssectional view, on a relatively small scale, of

a portion of the engine, taken in dotted linel d d, Fig. 1", and shows the position of the engine-valve on the explosion of the mixture in the upper cylinder, in which position the induction-port of the valve is in communication with, and explosive mixture is being drawn into, the lower left-hand cylinder, and the exhaust-port of said valve is' in communica-- tion with, and the products of combustion are being exhausted from, the lower right-hand cylinder. Fig. 5 is the rst one of a series of groups of figures illustrating successive positions of the engine-valve and the relative positions of two pistons during two complete rotations of the crank-shaft or one complete cycle of movements of the engine-valve. Fig.' 6 is a vertical longitudinal section of a portion of the engine, taken in. dotted line e e, Fig. 5,

looking toward the left hand in said figure,and shows the upper and lower right-hand pistons in the relative positions they occupy when the engine-valve is in the positionshown in Fig. 5. Fig. 7 is a sectional view similar to Fig. 5, showing the engine-valve advanced suloiently to bring itsexhaustlport into communication with the upper cylinder and with its induction-port in ycommunication with the lower right-hand cylinder. In this `position of the valve the upper cylinder is being. exhausted, the lower right -hand cylinder is drawing in gaseous mixtures, and the mixture which was drawn into the lower lefthand cylinder on the preceding operation of the valve is being compressed. Fig. 8 is a sectional view similar to Fig. 6, showing the n relative positions of the same piston when cylinder.

upper cylinder is drawing in explosive mix-v t-he valve is in the position shown in Fig.'7. Fig 9 is a cross-sectional view similar to Figs. 5 and 7, showing the engine-valve advanced suiiiciently to bring its inductionport partly in communication with the upper In this position of the valve the ture, the lower right-hand cylinder is compressing the mixture drawn into it on the last preceding operation of the valve, and

the gaseous mixture which was compressed in the 'lower left-hand `cylinder on the last preceding operation of the valve and cylinder-piston is being exploded.n Fig. 10 is a vertical section similar to Figs. 6 and 8, and shows the relative positions ofthe two pistons shown in Figs. 6 and 8'when the valve is in the position shown in Fig. 9. Fig. 11 is a cross-sectionalview similar to Figs. 6, 7, and 9, showing the next succeeding or third position of the engine-valve, and shows the exhaust-portvof the valve in communication with the lower left-hand cylinder and the ports of the other cylinders closed. In this position of the valve the piston of the upper cylinder is on its return or backward stroke and is compressing the gaseous mixture contained in the exploding end of said cylinder,

whilethe gaseousmixture compressed in thelower right-hand cylinder by the last preceding operation of the piston of said-cylinder is beingexploded and the products of combustion in the lower left-hand cylinder are being exhausted. Fig. 12 is a vertical section' simi- IOO what will be sometimes herein termed the l naphtha-valve,said figure being intended to illustrate the arrangement and operation of the feed-regulator. Fig. 14 is a cross-sectional view, taken in dotted line ff, Fig. 13,

lookin g toward the left hand in said figure and compared with its capacity when the feedregulator is in the position'shown in Fig. 13.

Fig.` 16 is a sectional side elevation similar to Fig. 1.5,of the valve, lshowing the feed-regulator in the position itoccupies when the engine has reached its speed limit and the regulator is in the position to cut off the supply of liquid. Fig. 17 is a side elevation, on a relatively large scale, of the engine-Valve def i tached. Fig 18 is an end view of saidengi-ne-- valve as seen from the left hand in Fig. V17. Y

Fig. 19 isan end 'View of said engine-valve as seen from the righthandin Fig. 17.- Fig. 20gv is a cross-sectional view of the engine-valve, I V

taken in dotted line g g, Fig. v17,1ookii1g toward the left hand-in said figure. Fig. 21,is a cross-sectional View of said valve, taken in dotted line g g, Fig. 17, and looking toward the right hand in said figure. Fig. 22 is a side view, on a relatively large scale, of the igniter or @ark-producingy device of the ignition apparatus. section of said igniter. Fig. '24 is a cross# sectional view of said igniter, taken in line h h, Fig..22,looking toward the right hand in `said gure. Fig. is a plan view of a 4portion of the gasengine as seen from above in Figs. 1, 2, and 3, said figure being intended to illustrate the relative positions of the gas producing and igniting apparatuses. i Figs. 26, 27, and 28 are similar graphic diagrams, illustrating, in the order of their numeration, three successive explosions of the mixtures in the three engine-cylinders, and illustrating the alternating order of explosions relatively to the three successive cylinders, the group of figures illustrating one cycle of explosions alternately in successive cylinders duringl one and one-third of a revolution of the crank-shaft ofthe engine. Fig. 29 is a diagrammatic view illustrating one form of electric ignition apparatus in circuit with the three cylinders of the gas-engine. Fig. 30 is .an end view of one form of revoluble commutator or three-way switch as seen from the left hand in Fig. 3l. Fig. 31 isa side view of "said three-way switch; and Fig. 32 is a cross-sectional viewpf said three-way switch, taken indotted line I I, Fig. 31, and looking toward the left hand in said figure.

Similar characters designate like parts in all the figures of the drawings.

Asra preliminary to the general description, construction, and mode of operation of the several mechanisms of my improved gas-engine, it is desired to state that, while I prefer to use a mixture of naphtha and air for generating a highly-combustible gas for operating the engine, any suitable liquid hydrocarbon mixed with air may be employed for this purpose. For instance, a combustible gas may be generated for this purpose by forcing 'air through such liquid hydrocarbons as petroleum, rock-oil, kerosol, rhigol, gasolene, canodol, benzin, ligroine, petrolin, petroleum-ether, spirits of petroleum, dac., the

volatile products of which, when mixed with air, form explosive mixtures adapted for the purposes of the present invention, and inasmuch as all hydrocarbons which can be employed for this purpose will, when mixed with air, generate an explosive gas, this product-which constitutes the explosive charge for the cylinder or cylinders of the eng-inewill, for convenience, be hereinafter referred to as gas In the preferred embodiment thereof herein shown and described, the gas-engine has three cylinders, which are designated by C', C2, and C3, respectively, which are equidis; tantly disposed about andare in parallelism with the main or crank shaft, (designated by It will be understood, however, that one or any sui/table number of cylinders, arranged inxany suitable manner, may be employed within the scope and limits of my in- Fig. 23 is a longitudinalv -vention, although in most cases it is preferable to employ three cylinders arranged as shown in the drawings. Therefore I do not desire to limit my invention to any particular number of cylinders orto the particular arrangement thereof.

In the present instance, the cylinders C', C2, and C3 of the engine are shown 'integral with a base or framework. This framework or base-which is designated in a general way by F, and which may be of any suitable construction for carrying the fixed and operative parts of the engine-will preferably comprise the bed-plate 3, the rear end wall 4, the two side walls 5 and 6, which rear and end walls are shown iianged at their upper ends, as at 7, and the main body portion 8, in which body portion 8 the cylinders C', C2, and C3 are formed, and in which the ports of the cylinders are located, as will be understood by reference to Figs. 1 to 5, inclusive, of the drawings.

It will be understood, that while it is desirable to cast the cylinder and framework in one piece, the framework might be made in several pieces bolted together, and the cylinders might be made separately and secured to the framework in any suitable manner.

The main shaft D of the engine, which will be herein termed the crank-shaft, is shown supported at its rear end in a suitable bearing 9, formed in the rear wall/1 of the framework, and is shown supported at its forward end in a bushing 10, secured in a bore in the main body portion of the framework. This shaft is preferably located in horizontal parallelism with the axes of, and midway between the three cylinders C', C2, and C3, and is provided at its forward end with a crank 12, as willv be understood by reference to Fig. 1 of the drawings.

As a simple and convenient means for suppl ying gars in regulated quantities,alternately, to the three cylinders C', C2, and C3 at regular intervals, I have shown the engine provided with one engine-valve, (designated in a general way by E,) which will preferably be located in a valve-chest E' intermediate between two cylinders, and communicates with said three cylinders through port-passages c', c2, and c3, respectively; but it willbe obvious that a separate valve might be employed in direct communication with each cylinder. In the preferred fform thereof herein shown this engine-valve E, which is in the nature of a rotary plugvalve, and which is seated for rotation in the conical valve-chest E', is peripherally grooved slightly remote from its oppo- IOO los

IIO

site ends thereof, to form, when said valve is seated in the valve-chest, a gas-supply chamber 13 of considerable areal near the rearward end of said valve, and an exhaust-'chamber -14 of considerable areaat the`forward end of said valve, as will bereadily understood by reference to Fig. 1 of the drawings.V By grooving the valve slightly remote from its opposite endsas descrbed,cylindrical journals 13 and 14 are formed at the extreme end of the valve-body, which have bearings at the ex- A` treme ends of the valve-chest.

ply or inlet pipe P2 leads into the supply- The gas-supchamber 13 or supply end of the valve-Chest E from one side thereof, as shown most clearly in Fig. 4, and exhaust-pipe P leads out from the exhaust-chamber 14 or exhaust end of the valve-chest at one side thereof, as shown in said Fig. 4, and as will be hereinafter more fully described.

' requisite area formed longitudinally in the periphery of.k the valve. This valve E is actuated directly from the crank-shaft D through the medium of a driving-pinion 17, fixed to saidA crank-shaft, which Vmeshes with a driven pinion 18, fixed to the rearward end of the valve-stem 19, which valve-stem is' seated in an elongated bearing 20 of a capplate 21, fixed to the open end of the valve-n A vertically disposed and having their outer chest.

'As a means for keeping theplug-valve to its seat, the interior of the valve-stem,

bearing 20 is enlarged at its inner end lto receive a seating-spring 22, which is in the nature of aspiral spring carried upon the valvestem intermediate to the reduced outer end 4o by reference to Fig. 1 of the drawings.

of the bearing 2O and journal 13 of the valve E, said spring having a bearing at its outer lend against a washer 23, loosely mounted upon the valve-stem 19, as will be understood This valve is geared to the crank-shaft and timed to make one -complete rotation to every two complete rotations of said shaft, and rotatesin an opposite direction to the crank-shaft,- so as to supply gas `alternately to :the three cylinders at each two vcomplete reciprocations vof the pistons of said cylinders.

To prevent overheating of the cylinders 'and valve-chest, a water-space 24 is formed .j around saidcylinders and valve-chest, after the usual manner of engine constructiomaj fconstant circulation of `Water being maintained in the 'water-space around the cylingSuQrs and valve-chest Athrough the-.inlet and' outlet opening 24. in.a1`1y suitablemanner. The pistons*Grfnfy 'andl Gbf `the'. cylinders A o', o2, and o3, respectively-:whim pistons y -may be of any suitable general constructionare each shown tubular and open atthe for-v ward ends thereof; and each .piston has an -adjustable-bal1-socket 25 in the forward'face vof the .piston-.head thereof adapted to receive -a -ball upon a piston-rod. -1 The :piston-rods"A (designated ina general way'by g",`g,lan'd g3, respectively)v are each shown provided"withla;` -ball 26 and 26', `one at each end thereof, the

balls 26 of which are seated for universalv Vmove-ments in the ball-sockets 25 of the piston-head, and the balls 26' of which are seated for universal movements in ball-sockets 27, formed in the outer end of the radially-disposed arms 28 of the universally oscillatory crank-shaft actuator or rock-beam, comprising two members, (designated in a general way by H and K, respectively-,) the actuating member H of which has a stem 29, concentric to the centersof the ball-sockets 27, and is connected -at its rearward end to the crank 12 of the crank-shaft D, as will be readily understood by reference to Fig. 1 of the drawings.

As a novel and convenient means for supporting the oscillatory actuator or rocking beam in operative relation with the longitudinal axes of the three cylinders and at the same time facilitatea free universal movement or rocking beam of said actuator while preventing the same from turning, I have provided, in connection with the main actuating member H, a universally-movable 'carrying member, (designated in a general way by K,) which, -in the preferred form thereof herein' shown, comprises four radially and rectangularly disposed arms 30 and 30' and 31 and 31', the

ones

30 and 30 bei-ng normally ends pivotally seated in

bearings

32 and 32 upon the-crank-'shaft actuator H,and the arms 31 and 31 being horizontally disposed and in fixed bearings-33 and 33 upon the frame- Work of the engine, as will vbe readily understood by acomparison of Figs. 1 and 3 of the drawings.

'By the construction vand organization of vconnecting and actuating mechanism between the piston and crank-shaft I `am enabled to maintain a yfixed operative relation between the parts ofsaid connection and eect a uniform movement of said parts with comparatively little lost motion.

As a convenient and improved means for supplying liquid hydrocarbon to the engine,

' and also as a means for increasing and decreasing the quantity of the supply in proportion 4to the speed of the engine, and for cutting ed thesupply when the engine has reached its speed limit, I have provided, in yconnection with the induction-chamber of the engine-valve, a .rotative 'supply-valve., which wi1l`be herein termed the feed-valve or eral way by L,) which feed-valve is actuated directly upon the craukshaft,`as hereinafter ydescribed, Zand in connection withsaid feedoperation by the movement of the crankshaft-D. v v

modef "operation of the feed-valve and-reguliting apparatus -it is desired to statethat Before describing the vconstruction and IOO having their vouter ends pivotally supported IIO the .,naphthavalve, (designated in a genvalve I have provided a regulating or feedlvalve-regulator apparatus, (designated in a general wayby M,) which is controlled in its the working strokes of the pistons are relatively short as compared with 'the length of their cylinders and have their extreme backward stroke terminated at points remote from the inner en d of the cylinders, so as to leave a space of considerable area at the inner end of said cylinders, as shown at 35, which spaces constitute the explosion-chambers for the explosive charge.

Brieiy stated, the liquid hydrocarbon is supplied to the feed-valve from a suitable supply-pipe P2, is carried around and deposited in the inlet-pipe P of the engine-valve E, where it is mixed with air introduced by a suitable pipe P3 in communication with the pipe P', whence the gas 4generated by the mixture of the gas and air is introduced through the engine-valve into the port-passages c', c2, and c3 alternately, and thence to the exploding-chambers 35 of the piston-cylinders C', C2, and C3, where said gas is compressed, ignited, and exploded, in a manner hereinafter more fully set forth. i The naphtha or liquid supply apparatus, in the preferred form/ thereof herein shown and described, is located at one side of and slightly above the engine-valve E, and comprises, in part, a rotative feed-valve L, seated in a valve-case 36, which in this instance constitutesa part of the framework of the engine; gearing operatively connecting the valve L and crank-shaft D, and adapted for rotating said valve and maintaining a predetermined ratio ot" movement between the valve andA crank-shaft; means for supplying liquid to the valve, and means for supplying air to the valve-case to eect la mixture between the y liquid and air to generate the gas for operating the engine. This feedevalve, which is preferably of the plug-valve variety, has an axial recess, as at 36', at its inner end, and also has a series of liquid receptacles or pockets-herein shown asthree in number, and designated by 37, 38, and 39, respectivelywhich pockets open to the periphery of the valve and are shown extending radially toward the center of said valve.

The valve-case 36 is shown having a relaltively small reservoir 40 at the upper end thereof, which has a funn el-shaped outlet 40', with Vwhich the pockets f the valve L successively register during therotation of the valve,and'also has an inlet-opening 41- through said reservoir, through which opening the liquid is introduced into the reservoir from the liquid-supply pipe P2. The valve-case 36 also has at the lower side thereof an outlet-openf ing 42, with which the pockets of the valve L successively register, and into which outlet said pockets deposit their contents duringv the rotation of the valve. This outlet 42 practicall y constitutes the mixin g-chamber for the air and liquid, andcommunicates with the air-supply pipe P3, and also communicates with the engine-valve chest E' through the gas-conduit P2, aswill'be readily understood by a comparison of Figs. 1, 4, 13, and 14 of the drawings.

The feed-valve L, in the form thereof herein shown, has an axially-bored stem 43, which extends through a bearing 44 on a cap 45, secured to the open end of the feed-valve case 36, and has iixed to the outer end thereof a spur-wheel 47, which meshes with the pinion 17 on the crank-shaft D. A spring 48 is interposed between the valve L and the cap 45 for keeping the valve to its seat.

As a convenient means for spreading the liquid as it is delivered from the pockets of the feed-valve L and for holding the liquid near the axis of the volume of air as it passes through the mixingchamber in the feedvalve case, I have provided a liquid-spreader, (designated in a general way by 8,) which, in the preferred form thereof herein shown, is in the nature of an angle-plate, and is secured in the mixing-chamber of said case with the free end thereof extending upward, and terminating in the outlet-opening of said valve-case in close proximity to the periphery of the valve and with its angle substantially in alinement with the axis of the air-supply.

The angle of the spreader is preferably looped or U-shaped, as `shown at 49, to form a temporary retainer for the liquid, and so as to prevent said liquid dropping to the bottom of the mixing-chamber before being acted upon by the inflowing air;

As a convenient means for automatically regulating the supply of liquid, the feed-valve is preferably provided with a regulator or cut-oif, (designated in a general way by Pi) which constitutes one member of the feedregulating apparatus, and is adapted for increasing and decreasing the capacities of the liquid-receiving

pockets

37, 38, and 39 of the valve. This regulator, in the form thereof herein shown, comprises a series of slides or cut-off plugs 37', 38', and 39', having a sliding fit in the

pockets

37, 38, and 39, respectively-which pockets extend through, and communicate with, the exterior and interior of the valve, as shown most clearly in Figs. 13 and 14,I and a sliding actuating member for the cut-oif slide, which actuating member consists, l in the ,form thereof herein shown, of a series of radially-disposed arms 51, 52, and 53, secured to an actuating-rod IIO 54, extending through the axialbore of the guideway 58, formed in the interior of the 1 feld-valve L.

As a means for automatically operating the cut-0E slides of the regulator P5, the actuating-rod of the sliding actuating member 50 of 'saidregulator is operatively connected by means of a lever 59-wth a reciprocatory member 60, mounted upon the crank-shaft Dfwhich member constitutes a part of and is voperated by a governor (designated in a ge'neral'way b y R) carried upon and rotating *--.1,-with the crank-shaft, which governor may be of anysu'itable or usual construction for automatically. reciprocating the actuatingrod of the regulator. l The reciproeatory memberof the governor is in the nature of a sleeve lfitted to said shaft,` and has a periph- V eralgroove in which a pin 61 upon the lfree end of the lever 59 is seated. This lever 59 is pivotally carried near the middle portion thereof upon a crank or eccentricr 62 at the lower end of an actuating-rod' 63, journaled lin bearings on a bracket 64, which constitutes a part of the framework of the engine and lhasa pivotal connection with the regulater-actuating rod 64. The lever-shifting rod 63is' provided at the upper' end thereof witha hand-wheel 65, by means of which the same may be turned to shift. the lever andto reciprocate the cut-oif-slide actuator.

a means for holding the lever-shifting rod 63 against accidental mo'vementabont its axis, `I have provided a spring-actuated deten't 66, which normally engages in a notch in; aI fixture on the bracket 64, as will be vI "eadily understood by a comparison of Figs.' land 2v of the drawings. .The 'mechanism vhere described constitutes a means for startjing' and v,stopping the engine by hand. By operating said handle the parts are actuated 35.

toreduce to'zero the feeding capacity of the feed-valve, and by thus shutting 0E the supply of explosive the engine is allowed to come v torest, and this action at once results, Whatever may be theposition of the governor when the handle is operated. l

The governor R, which may be of any con- -struction suitable for actuating the regulator P5, comprises, in the form thereof herein shown, the cylindrical case 70, iiXed to the crank-shaft and having two outwardly-extending brackets 71, one at each side of said y crank-shaftga bell-crank 72, pivotally carried on each bracket and having its inner end in 'engagement with the reciprocatory member. a ball 73, secured to each bell-crank at the outer end thereof; and connectingsprings 7 4 between the two balls; 'It will be obvious that any formiof governor adapted for actuating the regulator-feed may be'employed, in lieu of the governor herein shown and described, .without departure from my' invention. I y A v i v l ,Y

Asa convenient means for igniting the gas in the exploding-chambers of the cylinders Q', C?, and C3, alternately, and at the required intervals, I have provided an ignition apparatus, (designated iu a general way by W,)

which, inthe preferred'. form thereof lherein shown, comprises a series of i'niters,(de'sig hated-ina general way' by iig) extending, one into the exploding-chamber;of-eachl'cylinder, as shown mostrelearly in Figsnland l 4;' and a spark-generating electrical apparatushaving the terminals of its electrical circuit in connection with the igniter, and embodying a' circuit maker and breaker (herein shown as a three-way switch, designated by N) which isv controlled in its movements by the rotation of the crank-shaft D of the eno1ne.

b In the preferred form thereof herein shown the electrical apparatus for producing the spark for exploding the gas in the several cylinders 'of the engine, alternately, comprises an alternating electrical circuit having a pair of electrical conductors in engagement with the spark-producing terminals 77 and 78 of each igniter M', a dynamo M2 for generating the electrical current; a transformer M3 in ,said circuit; a condenser AM4 in said circuit;

'dynamo and circuit-breaker, the circuitlIOO` maker N is carried upon a counter-shaft 80,

supported in suitable brackets upon the framework of the engine, which shaft carries a driving-pulley 81, connected `by a belt82 to,

a driven Wheel 83 upon the dynamo-shaft 84; and said counter-shaft isi rotated by means of a spurwheel 85, carried thereon, which meshes with a pinion 17 upon the crank-shaft D, as will be understood by reference to Figs.

l, 2,4 and 25 of the drawings.

It will-be understood that where it is pref-v erable to employ the ignition apparatus, herein shownand described, for producing the' eX- plosions of the gas in the several cylinders, any suitableapparatus might be employed for this purpose, within the 'scope and' limits of IIO my invention; andv that while certain features limit ,myself to the employment of any of the specic elements i of said electrical apparatus in connection with the other specific features of my' present invention, as such elements may be variously modified.

The igniter M', which is hereinshown in the nature of a plug, and which is fitted in the combustion end ofthe cylinder, 'as illustrated in Fig. 1, "consists, in the preferred form thereof (shown most Clearly in Figs. 22, 2,3,.and2t) of an outer and innermemlbe'r and 87,'respeetively, the one 86 orf/whih win. v"preferably be 'made ofmetal 'or'other `suitjz'tbl'e cnducting material, will be externally screw.- threade'd tofit a screw-threaded hole formed Iof said apparatus constitute subject-matterv ,of certain claims' herein, I do not desire to 4 the igniter is one of the spark-producing ter-- in the engine-cylinder, and will also have a conical axial bore therethrough; and the inner member 87 of which will preferably bel constructed of porcelain or non-conducting material, will be iitted to the axial bore of the outer member, and will have a longitudinal recess through the center the-reof.

Extending through the inner member 87 of minals 78, which is secured therein; and secured to the outer member 86 is the opposite spark-producing terminal 77. The spark-producin g terminal 78 is shown in the nature of a rod having a Iiange 78' near the inner end thereof, and having its outerl end screwthreaded to receive a nut 7 8,which has a bearing against a piece of insulatin g material at the ward each other to 'bring the points thereof into the requisite proximity to provide a spark-gap 89 of the desired length. The sparkproducing terminal 77 may, if desired, constitute an integral part of the outer member 86; but it is lherein shown as an elongated plate let into the periphery of. said outer member, where it will be secured by soldering` or brazing. As represented by full and dotted lines in Figs. 22 and 23, onev of the conductors of the electrical circuit is fixed directly to the inner terminal 78, whereas a connection between the other conductor of the electrical circuit is formed between the outer terminal 77 and said conductor by the eylin der-casing, the conductor being .secured to a plug 90, which is screwed into said casing. It will be obvious, however, that the two conductors might be connected directly with two terminals, ifA

desired. l

The engine-valve' E and the feed-valve L are so organized and timed in their movements as to make one complete rotation every two complete rotations of the crank-shaft; and the liquid-receiving pockets of the feed-valve are so disposed as to successively deposit their contents upon the spreader .inthe mixingchamber simultaneously with the opening of the induction-port of the engine-valve to the Asuccessive induction-passages of the cylinder.

During the operation of the engine, the

liquid hydrocarbon is admitted through the supply-pipe P2 into the reservoir 40, whence it passes to the feed-valve L, and is carried around and deposited, drop-by drop, and at regular intervals onto the liquid-spreader S in the mixing-chamber v42, vwhere it is spread and mixed with the air introduced 'through' l the air-,supply pipe P3, whence itis conducted to the engine-valve chest E', and is admittedA at regularintervals during the rotation ofto the successiveeylinders alternately and the engine-valve E, where it is exploded through the medium. of the ignition apparatus W'to drive a piston and rotate the crank-shaft D, which crank-shaft controls the operation of the feed-valve L and engine-valve E, one

explosion taking place at every two-thirds of ,a revolution of the ,crank-shaft, as will be more fully understood by reference to Figs.

26, 27, and 28 of the drawings, which igures represent, respectively, by dotted Aradial lines k, k2, and k3, three successive positions of the crank 12 during three successiverexplosions -of the gas, the cross-sectioned circles C', C3, vand C2 in said Figs. 26, 27, and 28, respectively, representing the alternating order of the explosions in the successive cylinders C',

C2, and C3.

For a'mqre particular understanding of the cycle ofy operations, reference is made toFigs. 5 to12, inclusive, which represent four successive quarter positions 'of the enginevalve 'E and two of the pistons of the engine. The rotation of thecrank 12 is divided into lfour quarter"stages or cyeles, the dotted lines'k, k', k2, and'k3 designating the four successive positions of the crank when the engine-valve E is in the four successive positions illustrated in Figs. 5, 7, 9, and ll, re

spectively, the respective directions of movement of the crank 12 and the valve E designated by the arrows J and J respectively.

Referring to Figs. 5 and 6, which I may, for

convenience, assume to be the first posil tions of the crank, engine-valve, and pistons,

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the crank is in a vertical position correspending tothe position shown in Fig. 26, the Iengine-valve is closed to the port-passage c', which leads to the cylinder C', has its exhaust-port open to the port-passage c2, which to the cylinder C3, as vshown iu Fig. 5. In this position of the valve E, the piston of the cylinder C is slightlyremote lfrom it'sextreme backward position ready to be forced forward by the explosion of the combustiblelnaterial .in the rear end of said'cylinder, and-the pis- (illustrated in Fig. 8,) which forces the piston IIO C2 backward and exhausts the products of combustion contained in C2, and during this operation the piston of cylinder C3 has also beencmoved forward, which will cause gas to be drawn intossaid cylinder C3.

Referring to Figs. 7 and 8, which illustrate v v the second successive .positions of the crank 12 and valve E, the valve E in this position is closed tothe port-passage of the cylinder C3, has its exhaust-port qpen to the cylinder C" and its induction-port open toA cylinder C2. In this position ofl the valve, the products of combustionV created bythe leads to the cylinder C?, and has its induetionport open to the port-passage c3, which leads explosion of the gases in the preceding operation are exhausted from the cylinder C by the return or backward movement of the piston in said cylinder, the cylinder Cis drawing in gas by the action of the piston in said cylinder, and the gas drawn linto the cylinder C2 bythe preceding opera-tion is being compressed by the retractive movement of the piston in said cylinder C3.

Referring-to Figs. 9 and 10, which illustrate the third positions ofthe crank 12 and the engine-valve E, said engine-valve has its iud action-port open to the cylinder C and closed to the cylinders kC2 and C3. In this position oi the valve, the gas is being drawn into the cylinder C' by the advancing of the piston in said cylinder, the gas drawn into the cylinder C2 by the preceding operation is being compressed by the retractive movement of the piston in said cylinder, and the gas in the cylinder G3 is being exploded.

Referring to Figs. 11 and 12, which illustrate the fourth positions of the crank 12 and engine-valve E, the valve E has its exhaust-port open to the cylinder C3 and is closed to cylinders C.' and C2. In this position of the valve, the gas is being compressed in cylinder C', the gas is being tired in cylinder C2, and the products of combustion are being exhausted from cylinder' C", the pistons of cylinders C' and C2 being in the positions illus'- trated in Fig. 12 during this operation.

By comparison of Figs. 5 to 12, inclusive, and Figs. 26, 27, and 28, and by reference to the preceding description of the operation of the engine, it will be seen that in one cycle of operations-and correspondingly in the successive cycles of operationsthe gas is iirst drawn in,A then compressed, and then exploded in each cylinder; but these operations take place alternately with respect to similar operations in the other cylinders; that is to say, when the gas is being exploded in cylinder C', the products of combustion are being exhausted from cylinder C2, and gas is being drawn into cylinder C3; next, cylinder O is being exhausted, the gas in cylinder C2 is bcing exploded, and the gas in cylinder C3 is being. compressed; next, gas is being drawn into cylinder C', is b eing compressed in cylinder C?, and is being exploded in cylinder C3, and next, gas is being compressed in cylinder C', is being fired in cylinder C2, and the products of combustion are being exhausted from cylinder C3. From this description of the alternating order of operation of the successive pistons in the cylinders it will be apparent that the work is uniformly distributed, that the engine is Well balanced and will run with uniformity and with little vibration.

The working parts of the engine will be lubricated in any usual or suitable manner.

The crank-'shaft Dis, for convenience, provided With a iiy-Wheel O.

By the construction and organization of Valves and Val ve-actuatin g mechanism herein a different rate'of speed, the shaft and valves being so connected and timed in their movements that the ratio of comparative movements between the shaft and valve, respectively, shall. be as two is to one.

' In some cases-that is, when certain kinds of liquid fuel are employed to generate an explosive gas by being mixed with air, as'herein described-it may be desirable to employ means other than that herein shown for heating the air t-o evaporate the liquid; but usually suil'icient heat is created by exhausting the products of combustion through the engine-valve, as hereinbefore d escribed,to effect the required evaporation of the mixture before the same enters the induction-port ot the cylinder; and this method of evaporating the liquid in engines of this class is well known in the art. The foregoing statement is considered adequate for a full understanding of this particular feature of the engine.

4 IIa-ving thus described my invent-ion, I claim- 1. The combination with an engine-cylinder, and with a crank-shaft supported for rotation in substantial parallelism with the cylinder, and with means for rotating said crank-shaft; of a liquid-feed valve and an engine-valve incopcrative connection, a-nd adapted for intermittent communication with the cylinder; and means controlled by the crank-shaf t for simultaneously actuating said valves, substantially as described, and for..

the purpose set forth. 2. In an engine of the class specified, the combination with an engine-cylinder and a crank-shaft, supported in longitudinal parallelism with each other, and with means for rotating said crank-shaft; of a rotative liquidfeed valve; a rotative engine-valve intermediate to, and adapted for intermittently establishing communication between, the feedvalve and cylinder; and rotary driving mechanism connecting the crank-shaft and valves, and adapted for simultaneously rota-ting said Valves, substantially as described, and for the purpose set forth.

3. In an engine of the class specified, the combination with the engine-cylinder and IOO lIO

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crank-shaft, supported in substantial longitudinal parallelism with each other, and with means for rotating said crank-shaf t; of a rotative liquid-feed valve having one or more liquid-receiving pockets; a rotative enginevalve having a port in communication with the feed-valve, and adapted for intermittently establishing communication between the feed-valve and cylinder; and rotating driving mechanism connecting, and adapted for effecting, a simultaneous rotation of the pose set forth.

4. In an engine of theclass specified, the'` combination with an engine-cylinder having a port-passage leading thereto; of a rotative engine-valveV having a port adapted -for intermittently communicating with the port-passage of the cylinder; a rotative feed-valve having peripherally disposed liquid -receiving pockets; a conduit between, and interf mittently communicating with, they port of the engine-valve and a pocket of the feedvalve; aliqu'id supplyin communication with the pockets of the feed-valve; an air-supply communicating with the cond uit between the feed-valve and engine-valve; a crank-shaft for rotating the feed-valve and engine-valve in synchronism; a cutfoif device carried by the feed-valve andv adapted for varying the capacities of the liquid-'receiving pockets; a governor in operative connection with the crank-shaft and cut-of device, and adapted for automatically controlling the movements of said cut-oif device, substantially as described, and for the purpose set forth.

5. In an engine of the vclass specified, the combination with an oil-conduit and an airconduit; of a feed-valve case located between,

of a liquid-supply conduit and an air-supply conduit; a normally continuouslyrotative l feed-valve havinga pluralityof radially-disposed feedpockets open to the periphery of the feed-valve, and adapted for intermittently 'communicatingwith the oil-supply conduit and air-supply conduit, alternately; means ffor continuously rotating said valve; and

means forincreasing or decreasing the ca-v pacities of the feed-pockets, substantially as described, and for the purpose set forth.

v'7'. In an engine of the class speciied, a ro-s tative feed-valve having a plurality of relatively-independent feed-pockets; an automatically-operable cut-od device carried by said feed-valve, and comprehending a plurality of cut-0E slides fitting the feed-pockets; and means for automatically actuating the cut-0E device. f

8. In an engine of the class specified, thev combination with a vcrank-shaft, and with a series of cylinders disposed about said crank sliaft'with their axes-in substantial longitudinal parallelism with saidcrank-shaft.; ofv

pistons located' in said cylinder; a universally-movable actuator, supported fornnove-l mentlabout a fixed axis located in the plane -of the crank-shaft and operatively connecting said piston and-crankshaft;'avrotative feed-valve in geared connection with the crank-shaft, and adapted. for intermittently communicating with the cylinders 'in' altervnating order; an oil supply and liquid supply in communication with the feed-valve; and a governor in operative connection with the' feed-valve and crank-shaft and adapted for controlling the feed, substantially as described, and for the purpose set forth.

9. An engine of the class specified, comprehending a suitable framework; a crank-shaft journaled for rotation in said framework; a series of piston-cylinders disposed aboutsaid crank-shaft with their longitudinal axes in substantial parallelism with said shaft, and each cylinder having an explosion-chamber at one end thereof; an ignition device projected into each explosion-chamber; reciprocatory pistons supported in said cylinders; a universally-movable crank-shaft actuator operatively connecting the pistons and crankshaft; a rotative liquid-feed valve in geared 4 connectionwith the crank-shaft,and having a series of -feed-pockets corresponding in number to the number of engine-cylinders; an oilconduit in communication withsaid valve; an air-conduit also in communication with saidv valve, and in intermittent communication with the engine-cylinders; cut-oif slides in operative connection with the feed-pockets of the feed-valve; means controlled by the crank-shaft for automatically actuatingthe cut-oif slides to regulate the feed; and,

an electrical spark generating apparatus..

controlled by the crank-shaft and having electrical --terminals .in connection with the IDC i rc5 ignition devices, and adapted for intermittently producing av spark "within the explosion-chambers of the several cylinders, substantially as described.

lO. In an engine of the class specilied, the

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combination With the engine-cylinder having a suitable induction-port, and with the cylinder piston; of a crankshaft supported With its axis in substantial parallelism with the longitudinal axis of the cylinder; an actuator between the piston and crank-shaft ;l

a rotative engine-valve having a port adapttently ,communicating with the port of the cylinder; a crank-shaft; means for rotating the crank-shaft in one direction; and drivio l 563,249

`ing means operativelyconnecting the crankshaft and rotative valve, and adapted for rotating `said valve in a reverse direction from, and at a dill'erent rate of speed than, the crank-shaft, substantially as described.

12. In an engine, the combinationwith the cylinder having ai. induction-port, and with the cylinder-piston; of a crank-shaft operatively connected with said piston; a rotative liquid -feed valve; a rotative enginevalve having a port adapted for intermittently communicating with the port of the cylinder, and also for intermittent-l y communicating with the feed-valve; and gearing operatively connecting the engine-valve, the crank-shaft, and the feed-valve together, and synchronously rotating the engine-valve and feed-valve inthe same direction at corresponding velocities, and at adifferent velocity from the velocity of the crank-shaft.

13. In an engine, the combination with the engine-cylinder having an induction-port,and with the piston; ot' a crank-shaft in substantial axial parallelism with the cylinder; a connector between, and operatively connecting, the piston and crank-shaft; a rotative enginevalve having its axis in substantial parallelism with the crank-shaft, and having a port adapted for intermittently comm unicating with the port of the cylinder; and actuating mechanism operativelyconnecting the cranksha-i' t and engine-valve, and rotating the engine-valve in an opposite direction relatively to, and in synchronism with, the crank-shaft, and foreifecting a two-to-one ratio of movement between, said crank-shaft and enginevalve, substantially as described.

it. In an engine, the combination with the cylinder and its piston; of a crank-shaft and a rotative engine-valve having their axes in substantial parallelism, and in substantial parallelism with the axis of the cylinder, and actuating mechanism c'onnecting the piston crank-shaft and engine-valve, and adapted for effecting a synchronous rotation of the crank-shaft and engine-valve in opposite dire tions, and at comparative speeds of rela- Iively'diftereut velocities, substantially as described, and for the purpose set forth.

15. In an engine, the combination with the cylinder and its piston; of a crank-shaft and a rotative engine-valve having their axes in substantial parallelism, and substantially parallel to the axis of the cylinder; and act-uati ug mechanism operatively connect-ing the pistou,crank-shaft,and engi lie-valve, and embodying means for rotating the crank-shaft and engine-valve in opposite directions, respectively, and at comparative velocities, the ratio of which is two to one, substantially as described.

1o. In ai. engine of the class specified, the combination with the framework; of a horizontally-disposed crank-shaft; a series of cy liudcrs having their axes in substantial parallelism with, and disposed about, the axis ot the crank-shaft; pistons Working in said cylinders; and a universally-movable crankshaft actuator supported for movement about a fixed axis located in the plane of the crankshaft, and operatively connecting the crankshaft and pistons, and comprehending an actuating member havin ga stem connected with a crank on the crank-shaft, and also having a series of radially-disposed arms which are operatively connected with the pistons; and a carrying member for the actuating member having a pair of horizontally-disposed arms and a pair of vertically-disposed arms, one pair of which are pivotally supported in fixed bearings on the framework, and the other pail' of which are pivotallysupported in bearings on the actuating member, substantially as described.

17 In an engine of the class specified, the combination with the en gine-cylinder having an explosion-chamber at one end thereof, and having an induction-port opening into said explosion-chamber, and with the piston, crank-shaft, and connections; of a feed-valve actuated by the crank-shaft; an en gine-valve actuated by the crank-shaft, and having ports adapted for intermittently establishing communication between the feed-Valve and the explosion-chamber of the cylinder; an igniter having ignition-points located in the explosion-chamber; ignition apparatus in connection with said igniter; and means in connection with, and controlled by, the crank-shaft for actuating the ignition apparatus, and for intermittently creating a spark between the ignition-points of the igniter to ignite and explode the gas in the explosion-chamber, substantially as described, and for the purpose set forth.

18. In an engine in the class specified, the combination with the engine-cylinder having an induction-port, and'with the en gine-valve adapted for communicating with the port of the engine-cylinder; of a rotative feed-valve located at one side of the engine-valve, and having a slide-regulated liquidreceiving pocket located in a plane intersecting, the axial plane of the feed-valve; an automaticallyoperable cut-ott slide fitted for sliding movement in said liquid-receiving pocket; means for continuously rotating the feedvalve; a slide-actuator controlled by the movements of the feed-valve-rotating means; A

an oil supply in comm unication with the feedvalve; an air supply in communication with the feed-valve, and adapted forintermittent-ly communicating with the engine cylinder through the engine-valve; and means for cont-inuously rotating the engine-valve, substantially as described, and for the purpose set forth.

19. In an engine of the class specified, the combination with the engine-cylinders, pistons, engine-valve, and crank-shaft, and with the universally-movable actuator operatively' connecting the pistons and crank-shaft; of a continuousiyrotative feedvalve in geared connection with the crank-shaft, and having IIO a series of radially-disposed elongated feedpockets; cut-off slides fitted for sliding movement in said feed-pockets; means controlled by the crank-shaft for automatically operating the cut-off slides to increase or decrease the capacitiesof the feed-pockets; a mixingchamber communicating with the feed-valve and engine-valve; means for supplying airy through said mixing-chamber; an oil supply in communication with the feed-valve; and means controlled by the crank-shaft for continuously rotating the en gine-valve, substantially as described. y

20. In an engine of the class specified, the combination with the cylinder having induction-ports, and with the engine-valve and its actuator; of a liquid-supply conduit; an airsupply conduit; a mixing-chamber in communicative relation with the liquid-suppl y conduit and air-supply conduit, and with the engine-valve chest and a feed-valve chest; a rotative liquid-feed valve located between the liquid-supply conduit and air-supply convalve, and forautomatically actuating the cut-oif device, substantially as described, and for the purpose set forth. l V

2l. In an engine of the class specified, the combination with the cylinder and with the Y engine-valve, and with a liquid-supply convduit; and with an air-supply conduit; of a mixing-chamber between, and connecting, the air-supply conduit and engine-valve chest; a rotative feed-valve located between the air-supply conduit and the discharge end "of the liquid-supply conduit, and having one ormo're peripheral feed-pockets adapted for transferring liquid during the rotation of the valve, from the liquid-supply conduit to the air-supply conduit; a cut-o device carried by the valve and adapted for varying the c'apacity of theliquid-receivin g pocket or pockets; ashaft for rotatingthe engine-valve and -`the feed-valve; a governor inoperative connection with the shaft, and adapted for controlling the movements of the cut-0H device; and an actuating-connector operatively connecting the cut-off device and governor, substantially as described.

22. In an engine of the class specified, the combination with the engine-cylinder having an induction-port, and with the engine-valve and its chest; l of an air-conduit in communication with said `engine-valve chest; a feedvalve chest having an outlet-opening at the lower side thereof in communication with the air-conduit, and also having an inlet-'openin g at the` upper side thereof; a rotative feedvalve seated in said chest, and having feedpockets adapted for successively communiwith a liquid-supply conduit and an air-supply conduit; of a rotative feed-valve having one or more peripheral feed-pockets adapted, during the rotation of the valve, for int-ermittently communicating with, and for transferring liquid from, the liquid-supply conduit to the air-supply conduit; an automaticallyoperative cut-off device carried by the valve, and adapted for varying the capacity of each feed-pocket; a shaft for rotating the feedvalve; and agovernor in operative connection with the shaft and cut-o device, and adapted for controlling the movements of said cut-0E device.

24. In an engine of the class specified, the combination with the engine-cylinder; of an air-conduit and a liquid-conduit; a rotative feed-valve between the air-conduit and the discharge end of the liquid-conduit, and having a series of liquid-receiving pockets; cutoff slides shiftably in connection with said pockets, and adapted for varying the capacities of said pockets; and actuating mechanism in connection with, andadapted for operating said cut-off slides, substantially as described.

25. In an engine of the class specified, thecombination of a framework, a crank-shaft, and a series of cylinders, each having an eX- plosion-chamber at one end thereof and disposed in substantial parallelism about said crank-shaft; pistons located in said cylinder; a universally-movable crank-shaft actuator operatively connecting the pistons and crankshaft; means for intermittently supplying a combustible mixture in regulated quantities to the explosion-chambers of the several cylinders in alternating order; igniters having ignition-terminals located in the several eX- plosion-chambers of the cylinders; and elec- IOO IIO

trical spark-producing apparatus in operative i connection with the crank-shaft, and comprehending an electrical circuit having electrical conductors in connection with the :terminals of the igniters, and also having in said circuit a transformer, a condenser, and a contact maker and breaker adapted for intermittently making and breaking the circuits to effect ignitions of the explosive mixtures in the several cylinders in alternating order, substantially as described.

26. Inan enginevof the class specified, .the combination with the framework; of a hori-4` zontally-disposed crank-shaft journaledl in said framework; a series ofI three cylinders having their axes disposed in parallelism about the axis of the crank-shaft; pistons working in said. cylinders; a universally oscillatory actuator operatively connecting saidy plstons and crank-shaft; a rotative enginevalve having vports adapted for intermittently communicating with the three cylinders alternately; a rotative feed-valve in com munication with the engine-valve; a regu-V lator in connection with said feed-valve, and in operative connection With the crank-shaft;

gearing operatively connecting the two valves` -to thecrank-shaft and adapted' for effecting a simultaneous rotation of said valves ata diierent velocity'from, and in a different era'tively connecting the ignition apparatus and 4the crank-shaft, substantiallyas dezo scribed, and for the purpose sot forth.

IIURBERT C; BAKER.

Witnesses n f FRANcIs II. RicHARDs, F. N. CHASE.'