US586312A

US586312A - Wwhingtom

Info

Publication number: US586312A
Authority: US
Publication date: 1897-07-13
Anticipated expiration: 1914-07-13

Description

C. JACBSON.

(N0 Modem 5 Sheets-Sheet 1.

` GAS ENGINE.

man l/J K (I THE NOR IS PETERS 0N U (L (No Model.) 5 sheets-sheen 2.

C. JACOBS ON. GAS ENGINE.

No. 586,312. Patented July 13, 1897.

(No Model.) 5 Sheets-Sheet 3. G. J AG OBS 0N. GAS ENGINE Patented July 13, 1.897.

No. 586,312. i

Wness'- (No Model.) 5 Sheets-Sheet. 4. C. J ACOBSON. GAS ENGINE No. 586,312. Patented July 13, 1897.

[1n/enfon- Wfn-esses -(No Model.) 5 Sheets-Sheet 5.

C. JAGOBSON.

GAS ENGINE. No. 586,312. Patented Ju1y` 13, 1897.

UNITED STATES PATENT OEEnoE.v

CHARLES JACOBSON, OF BROOKLYN, NEV YORK, ASSIGNOR TO THF. OLIMAX GAS ENGINE COMPANY, OF SAHE PLACE.

GAS-ENGINE.

SPEGFICATION forming part of Letters Patent No. 586,312, dated July 18, 1897.

Application filed September 24, 1895. Serial No. 563,569. (No model.)

To all whom it 77mg/ concern:

Be itknown that I, CHARLES J AooBsoN, of Brooklyn, in the county of Kings and State of New York, have invented a certain new and useful Improvement in Gas-Engines', of which the following is a specification.

I will describe a gas-engine embodying my improvement and then point out the novel features in the claims.

In the accompanying drawings, Figure l is a side elevation of an engine embodying my improvement, a portion of its ily-wheel being broken away. Fig. 2 is a rear end view of the engine. Fig. 3 is a plan of the rear end portion. Fig. 4 is a plan of certain parts also comprised in Fig. 3. Fig. 5 is a front view of some of the parts shown in Fig. l. Fig. 6 is a vertical section taken as indicated by the dotted lines 6 6, Fig. 3. Fig. 7 is a longitudinal vertical section taken as indicated by the dotted line '7, Fig. Fig. 8 is avertical transverse section taken as indicated by the dotted lines S in Figs. 3 and 7. Fig. 9 is a longitudinal section through the mixingchamber, showing the gas and air passages.

Similar letters of reference designate corresponding parts in all the figures.

A designates a cylinder supported by a standard A. It may be of ordinary or any other suitable form. It is to be fitted with a suitable piston which is connected by a rod B with a crank-shaft O that is j ournaled in suitable standards O. The standards A C are shown as fastened to a base D. To the crankshaft O is affixed a fly-wheel E. The cylinder may have a water-jacket a, as usual. It may be understood by reference to Fig. '7, where it isshown in connection with the head of the cylinder.

F designates a pipe or conduit through which gas is supplied. It communicates with a chamber F', which between the point where the supply-pipe F communicates with it and a conduit F2, that extends toward the enginecylinder, is tted with a valve F3. This valve F3 is normally held to its seat by means of a spring f, surrounding an extension of the chamber F and bearing at one end against the Said chamber Fand at the other end against a collar fastened to the valve-stem. In order to open the Valve, the valve must be moved inward by'a push-piece G, acting upon the valve-stem. The details and appurtenances of this push-piece will presently be described.

The gas-conduit F2 extends on toward the rear end of the engine-cylinder and is bent upward at right angles, ending in an enlarged circular chamber, the outer walls of which form the inner walls of substantially the lower half of a mixing-chamber H2. The lower half of this mixing-chamber is of annular shape and surrounds the gas-chamber, and in the annular wall of said gas-chamber there is a series of small radial gas-openings 7L, through which the gas passes in finely-divided radial jets into the lower or annular part of the mixing-chamber.

Around the outer wall of the annular part of the mixing-chamber is an annular airchamber I, on substantially the same vertical plane as the gas-chamber, and in the outer walLof the annular part of the mixingchamber,which also constitutes the inner wall of the annular air-chamber I, are small radial air-openings t', through which the air passes into the annular part of the mixing-chamber H2, so that the gas from the openings h and the air from lthe openings 1.' meet in the form of fine jets moving radially toward Aeach other, so as to evenly and uniformly intermix with each other, and after being so intermixed pass upward through the constricted annular passage, forming the upper end of the annular or lower part of the ,mixingchamber, into the upper part of the mixingchamber H2. The upper end of this mixingchamber consists of a check-valve H', which closes the passage J to the engine-cylinder, the stem of this valve passing down through the upper part of the mixing-chamber H2 and through the center of the circular gas-chamber, formed upon the end of the gas-conduit F2, and out below the frame, where it is provided with a collar h2 and a spiral spring h',

which acts upon said collar to close the valve v H down upon its seat, so that said Valve operates as a check-Valve and prevents any of the intermixed air and gas which has passed out of the upper portion of the mixing-chamber H2 from returning thereto.

The intermixed air and gas is sucked from IOO the mixing-chamber H2 through the passage J by the forward movement of the enginepiston, the valve H being raised during this time by means of a cam-actuated lever M2, acting on the lower end of the stem thereof, as hereinafter described.

By the rearward movement of the enginepiston the motive agent will be forced back through the passage J and will be compressed. Owing to its being forced backwardly it will be caused to pass from the passage J into the passage K and thence through a passage K into a tube K2, which is closed at all points except where it communicates with the passage K. The tube K2 is inclosed in a chamber K3, that is open at both ends, it being here shown as entirely open at the bottom and perforated at the top. It may of course be closed by a perforated diaphragm at the bottom. Any suitable means for supporting the tube K2 may be used. As here shown it is screwed into a block lo, that is tapered at one side to fit a seat in the material comprising the passage K, and at the other side is sustained by a screw la'.

The tube K2is kept hot in the ordinary or any suitable manner-as, for instance, by means of a blowpipeand the motive agent, which is forced into it in the manner described, is ignited, whereupon it develops energy which acts through the passages K J against the engine-piston, forcing the latter forward. Obviously any known equivalent of the igniting-tube K2-as, for instance, an electric igniter-may be used.

The mixing-chamber and part of the passage K, as well. as part of the passage J, are formed in a block L, which is attached to the end of the engine-cylinder. Y The Iother part of the passage K is formed in a block L'. The blocks L L are adjustably secured together, as maybest be understood by reference to Figs. 3, 7, and 8. Imayconveniently secure the blocks L L together by means of screws L2 L2, passing through portions of one block and engaging with tapped holes in the other in conjunction with a plate L4 and screws L5 LG. The screws L5 pass through the plate L4 and engage with tapped holes in the block L, but the screw L(i passes through the plate and engages with a tapped hole in the block L. By loosening the screws L2 L3 and turning the screw L the block L and its appurtenances may be raised or lower relatively to the block L, so as to adjust the meeting ends of the two sections of the passage K into line or more orless out of line. Thus the capacity of this passage may be varied to secure ignition at the proper time.

Before the completion of the forward movement of the engine piston an exhaust is opened. M is an exhaust-passage communieatin g with the engine-cylinder and closed during the actuation of the piston by means of a valve M. The closing of the valve is effected by a spring 'm bearing at one end against the collar affixed to the valve-stem and at the other end against an opposite part. The valve is opened by means of a lever M2, coacting with the outer end of the valve-stem.' For purposes of adjustment the end of the lever M2 may be fitted with an adjustable pin or screwm- The lever M2 is fulcrumed on a pin m2, and at the outer end is provided with a roller m2. A cam lV 3, having two toes or projections M4 M5, coacts with a roller m3 to oscillate the lever M2, and consequently control the exhaust-valve M. The toe M4 of the cam is the one which opens the exhaust-valve during the normal operation of the engine, and the toe M5 of the cam is only used during starting. How this is accomplished I will presently explain.

j The cam Ms is aflixed to a shaft M, which is j ournaled in suitable bearings and provided atthe forward endwith a spiral gear 'm4, that engages with a spiral gear m5, af-

fixed to the crank-shaft of the engine. These gears m4 m5 are intended to be so proportioned with respect to their number of teeth that the shaft M6, and consequently the cam M2, will make a single rotation for each two rotations of the crank-shaft. It will of course be understood that in starting this engine the y-wheel will necessarily be turned by hand one or more times. If the toe M4 on the cam M3 were during this operation of compressing the motive agent solely relied upon for operating the exhaust valve, the labor of turning the fly-wheel would be very great. To reduce this, l provide temporarily for bringing into action at this time the toeM5 of the cam M2. l provide for doing this by lowering or raising the roller m2 upon the lever M2. The roller m3 is loosely mounted upon a pin m5, which is provided with an eccentric disk or collar 'm6, that is incapable of independent movement. The outer end of the pin m5 is provided with ahandle, by which it may be readily turned. Obviously by rotating the pin in one direction or the other the-pin m5 may be bodily raised relatively to the lever M2, and consequently the roller m3 may be correspondingly adjusted. For retaining the roller m3 in any position into which it may be adjusted I combine with the eccentric disk or collar a spring-detent fm7, which is fastened to the lever M2 and is capable of engaging in either of two notches with which the disk or collar is provided. For starting the engine the detent is disengaged from the eccentric disk or collar, the pin m5 turned, and the detent afterward reengaged. The roller m2 will then be in such a position as to be subject tothe action of the toe M5 of the cam M2. Afterward the position of the roller 'm2 may be changed relatively to the lever M2, so that only the toe M"L of the cam M3 will act upon it. The toe M5 of the cam M3 eases the labor of turning the fly-wheel E by hand, because it allows of a small escape of the compressed motive agent at just about the time that the compression becomes most intense.

igo

I Will now describe the push-piece G and its appurtenances. The push-piece is shown as being made in the formof a plate, with a beveled end to coact With a notch at the end of the stem of the gas-supply valve F3. The push-piece is fastened to one end of a lever G', which is fulcrumed between its ends on a pin G2. The pin G2 is connectedto a lever G3, that is fulcrumed on a pin g, supported by an appurtenance of the engine-cylinder. Between its ends the lever G3 is provided with a pin g', upon Which is mounted a roller g2, which bears against a cam G4, mounted on the shaft Wi. This cam G4 has a single toe, which once in each rotation of the shaft MU, and consequently once in each two rotations of the ily-Wheel E, oscillates the lever G:3 suitably to cause the push-piece G to coact with the stem of the gas-supply valve F3. It will be seen that the upper portion of the lever G3 is provided with shelves g3 g4. N ormally the forward portion of the lever G', carrying the push-piece G, rests upon the shelf g3, it being held there by means of a spring (5, bearing at one end against said lever G and at the other end against a collar fastened to a rod g, that extends upwardly from the shelf g3 and loosely through the lever G'.

tact with the shelf. During normal conditions the forward oscillation of the lever G3 will cause the push-piece to open the supplyvalve F3. Should the speed of the engine become too high to make further supply of gas desirable, the outer end of the lever G, which is quite heavily Weighted, Will by gravity cause the oscillation of the lever until it contacts With the shelf g, will be sufficient to shift the push-piece Gout of line with the stem of the gas-supplyvalve F3, so as to prevent the opening of the said valve.

An essential feature of this invention is the thorough and intimate intermixture of the gas and air, accomplished in the mixingchamber by projecting them therein in the form of a number of fine jets. This method of mingling the air and gas permits each particle of the gas to be brought in immediate association with a mass of air necessary for its combustion. Vhen, therefore, ignition takes place, thorough and complete combustion occurs in a manner best suited to the attainment of economical results and the maximum development of power.

It is of the utmost importance that the openings delivering the air and the gas into the mixing-chamber should be each of very small size. The smaller, within reasonable limits, the better. I have found that one-eighth of an inch for the diameter of the openings gives satisfactory results. Openings of a less ,dimension than this also pro've satisfactory in results obtained. I do not wish to be limited to openings of the size named, stating this vfine streams.

The rear portion of the lever G isabove the shelf g4, but normally out of con- This movementv large openings for the other Will notvproduce the results I obtain. Both the air and the gas must enter the mixing-chamber in very small jets, of small cross-sectional area, and not en masse, either actually or relatively, one to the other.

Experiment has proved that totally dissimilar results are obtained when either the air or gas, or both, enter en masse into the mixingchamber through relatively large openings as compared with the results obtained by having both enter the chamber in In .point of economy in gas consumption the first method is not to be compared With the latter.

What I c laim as my invention, and desire to secure by Letters Patent, is-

l. In a gasfengine, the combination of a mixing-chamber, a gas-chamber communicating With a gas-supply conduit and having a series of small gas-outlet openings therefro m into said mixing-chamber, 'an annular airchamber separated from said mixing-chamber byawall having a series of air-inlet openings into said mixing-chamber in direct opposition to said gas-inlet openings, whereby the gas and air enter said mixing-chamber in minute jets impinging upon each other from opposite directions, so as to intimately intermix them, substantially as set forth.

2. VIn a gas-engine the combination of a gaschamber communicating with a gas-conduit and having a series of small radial outletopenings in the'periphery thereof, a mixingchamber, a portion of which annularly surrounds said gas-chamber, an air-chamber surrounding the annular portion of the mixingchamber and separated therefrom by an' annular shell havinga series of smallradial airinlet openings therethrough, substantially as and for the purpose set forth.

3. In a gas-engine the combination of a cylindrical gas-chamber communicating With a gas-conduit and having a series of small radial gas-outlet openings in the periphery thereof, a mixing-chamber, aportion of which is above the gas-chamber, and a portion of which annularly surrounds said gas-chamber and communicates with the upper portion thereof by means of a narrowr passage, an annular chamber surrounding the annular portion of the mixing-chamber and separated therefrom by an'annular shell having a series of small radial air-inlet openings therethrough, substantially as and for the purpose set forth. l

4. In a gas-engine, the combination, of a IOO IIO

vertical cylindrical gas-chamber communicating with a gas-conduit and having a series of small radial gas-outlet openings in the periphery thereof, a mixing-chamber, a portion of which is above the gas-chamber and a portion of which is on the same horizontal plane with and surrounds said gas-chamber and communicates with the upper portion thereof by means of a constricted annular passage, an air-chamber surrounding the annular portion of the mixing-chamber and on the same horizontal plane therewith and separated therefrom by an annular shell having a series of small radial air-inlet openings therethrough, whereby the gas-outlet openings and the air-inlet openings are on the same plane and diametrically opposite each other,where by the incoming jets of air andgas impinge upon each other in substantially direct lines, substantially as and for the purpose set forth.

5. In a gas-engine, the combination of an engine-cylinder, an igniter, and a passage intermediate the engine-cylinder and igniter and made in two sections capable of being adj usted eccentrically, substantially as specifled.

6. In a gas-engine, the combination of an engine-cylinder, an igniter, blocks L, L, adj ustably connected with each other and having formed in them two sections of a passage K, leading from the cylinder to the igniter, substantially as specified.

7. In a gas-engine, the combination of an engine-cylinder, an igniter, blocks L, L', adjustably connected with each other andrhaving formed in them two sections of apassage K, and means comprising an adj Listing-screw L6, for securing the blocks L, L', together, substantially as specified.' p

8. In a gas-engine, the combination of agassupply valve, a lever G3 pivoted to a fixture of the engine, a lever G pivoted to the lever G3, a push-piece G aixed to the lever G', a cam for oscillating the lever G3, a spring and weight for controlling the movements of the lever G', and stops or shelves g3, g4, for limiting the motion of the latter lever, substantially as specified.

9. In a gasfengine, the combination of `an exhaust-valve, a cam for operating said valve provided with two toes, a lever intermediate the cam and the valve, a roller upon the lever adapted to normally cooperate with one of said toes, an eccentric fitted to said lever, supporting said roller, and adjustable to a position to cause the cooperation of both toes with the roller, and means for holding the eccentric in a position to which it may be adj usted, substantially as specified.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

CHARLES J'ACOBSON. lVitn esses:

W. LAIRD GoLDsBoRoUGH, VALTER A. PAULING.