US592034A - Carl w - Google Patents

Description

(No Model.) c. W. WEISS.

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UNITED STATES CARL NY. WEISS, OF NEW YORK, N. Y.

EXPLosplvE-ENGINE.

SPECIFICATION forming part of Letters Patent No. 592,034., dated October 19, 1897.

- I Application filed December 17, 1896. Serial No. 615,975. (No model.)

T0 @ZZ whom t may concern:

Be it known that I, CARL lV. WEISS, acitizen ofthe United States, residing in the city and county'of New York,` in the State of New York, have invented certain ,newgand useful Improvements in Explosive-Engines, of which the following is a specification, reference being had to the accompanying'drawings, forming a part hereof.

This invention relates to explosive-engines of that class in which the basis of the eXplosive charge Nis supplied to the engine in the form of-..a. liquid, which is then vaporized and mixedwith the proper proportion of air.

The object of` the invention'is to Aproduce an improved engine of this class in which the fouling and' clogging of the various working parts, so common in engines of this class,

tail View, in longitudinal section, of the oilfeed and a portion of the governor.v Fig. 3 is an inside end viewlof` the explosion-chamber and vaporizer.

The cylindergA/of the engine may be of ordinary construction, except as hereinafter indicated, and may be provided withva waterjacket A', as usual. The casing A2 of the cylinder is preferably extended forward` to inclose the crank or crank-disks and to receive the bearingskof the crank-shaft.

The trunk-piston B may be connected by a pitman- Bltothe crank-pin B?, which may be carried `by crank-arms or crank-disks B3, secured directly to the two parts of the crankshaft O,

The chamber inclosed by the forward part of the casing A2. constitutes a convenient aircompression chamberin which ,the air which is admitted through asuitable port shown in Fig..l at the lower sideof `the cylinder and covered by the pistn in its forward movement, but opened as the piston reaches the limit of its rearward moveincntns compressed at each forward movement of the piston and which is connected throughra suitable duct with the workin g cylinder A.\or\the eXplosixonchamber, said duct havinga port o, which is so arrangedasto be closed against back pressure during the rearward movement -`of the piston. The cylinder A, having the inlet- 6o port o, is also provided with an exhaust-port a', whichv is preferably covered by the piston except when the latter approaches the limit of its forward movement.

- A deectorl? may be formed upon .or\se 65 .to the cylinder outside of the shell D to pro- 8o tect the latter and to prevent excessive radiation', an aperture d being provided in the shellDl to permit the introduction of a heater foruse in starting up the engine when it is cold.

For the purpose of increasing the Vaporizing-surface withinthe explosion-chamber and vof maintaining the temperature therein at such a degree that the engine will be selfigniting after it has been started, I prefer to 9o support within the conical shell -D a number :of plates or ribs E E, which may be east inf one piece with a connecting-ring e. In order that the dead gases may be cleared out of! the igniter and explosion-chamber thoroughly V9 5 after each explosion, the plates E E, as clearly shown, do not meet in the cen-ter, but are disposed abut an open space, and a ring e is employed to secure them together in place O'f a plate, whereby as the current of air ena loo ters from the port a and is deiected by the deflector bl into one side of the explosionchaniber, carrying with it the oil-spray from the extremity of the oil-duct, it drives out 2 5 presser.

ture.

4o mixture is formed.

ro` of the engine and that as the charge of the explosive mixture is compressed in .the explosion-chamber by the return of `the piston, the temperature is raised suilieientlyto effect the ignitioncf the charge.

In accoidance with my invention the oil to be vaporized is itself brought directly into the cylinder or into the explosion-chamber and is there converted into vapor and the vapor mixed with the proper volume of air.

zo To this end the oil is preferably fed through a nipple II, which projects through the jackcted portion of the wall of the cylinder just in front of the slieli D and in the path of the curient of air as it enters from the coin- The oil, which is fed by suitable means and stands in a small drop upon the end of the nipple, is caught by the blast of air and is blown in the form of spray into the explosion-chamberD and against the 3o heated surfaces and is immediately converted into vapor. The air which blows the oil from the nipple and conyerts it into spray at the saine time supplies the volume of air necessary for the formation of the explosive mixllhe entire quantity of'oil supplied at the end of the nipple II is blown off, so that none i'einains to be carbonized on the nipple, and there is no opportunity for the spray or vapor to be condensed before the explosive Furthermore, there a're no ducts or channels leading opt of the cylinder to receive the vapor and to retard the ignition thereof, so that the combustion of the entire charge is complete and practically u n n 4 instantaneous, giving the engine very high efiiciency.

In order that there may be no entrance of hot gases into the duct through which the oil is supplied, I prefer that the valve 7L, which 5o closes the duct against back pressure, shall be seated at the extremity of the nipple. This valve is an ordinary puppet-valve normally closed by a spring 71,.

`Any suitable means may be employed for feeding to the nipple Il the proper quantity of oil at each stroke -of the engine, biit-I prefer to employ the means shown in the drawings in which a plunger `Gr is operated from the crank-shaft. This plunger reciproeates 6o `in a cylinder g, to which the oil ,is supplied through alateral port g. The plunger overruns the port only to a slight extent, just enough to force forward at each reciprocation a quantity of oil corresponding to that which is to be introduced into the working cylinder, the rest of the oil in front of the plunger being returned through the port g.

For the purpose of insuring at all times a close contact of the plunger with the wall of the cylinder g around the port g', the plunger is slitted horizontally, as at g2, so that the thinner portion, of the plunger. shall beai against the adjacent wall of the cylinder with a spring-pressure. rllhe cylinder gis connected with the nozzle II by a suitable duct h2, and between the cylinder and the duet is a spring-actuated check-valve 7b3, which I havefound to be effective in cooperation with the valve 7L in insuring regularity of feed and the delivery of a uniform quantity of oil at each operation to the working cylinder.

The plunger G may be operated by any suitable means, but I prefer the arrangement shown `in the drawings. As there represented, the plungerG has applied thereto a spring g3, which acts to move the plunger backward after its forward movement, the spring being confined between a nut rfi on the plunger and the loose stuffing-box g5, and therebyacting as well to keep the packing around the plunger at all tiines under the proper pressure witliou t requiring screw adjustment of the gland. At its rear end the plunger bears against a rod f, which is mounted in a suitable guide on the frame of the engine and has pivoted upon its end a tongue f2, which has a very sharp edge f3, disposed in a horizontal plane. The tongue f2 is held in normal position by a spring-plun ger f 4. The shaft C carries an eccentric C, (shown in dotted lines,) which operates a short lever c. To the upper end of the lever c is pivoted a screw-tlireaded shaft c', which carries a fiat-faced nut e2 to bear upon the block e3, having an incline c". lVhen the engine is i'unning at anormal speed, the end of the rod c, which is formed with anotch c5 to conform to the end of the tonguefg, will strike the end of the rod f and operate the plungerto feed the proper quantity of oil for the next., explosion, bat when the engine is running too f ast the momentum of the rod and nut, as the latter travels up the incline c4, will throw the end of the red c' above The end of the rod f, and the plunger will therefore be unaffected.

The shell D may be secured in place by any suitable means, but for convenience in construction and in permitting the shellto be removed readily, I prefer the means shown in Fig. L, in which bolts CZ pass through the fiange (Z2 o-f the shell D and engage the end of the cylinder-wall, while the shell D has a .flange (Z3, which `is clamped between the iiange d2 and the end of the cylinder or a ring thereon.

The mode of operation of my improved engine will be readily understood from the foregoing description without furtlier explanation. It will be obvious also that as the en tire oil-feeding duct isalways filled with oil to the valve-seat on the nipple within the working cylinder, and as the oil is constantly fed forward, there is no possibility of the het gases workingback into the oil-duct and con IOO IIO

sequently there can be no fouling or clogging of .-theoilfeed Furthermore, as the oil-duct is located in the wall of the cylinder, in the jacketed portion, it is kept cool always and the oil within it is not materially affected by the heat, while at the same time the explosion-chamber and vaporizer can remain unjacketed, thereby preventing absorption of heat and consequent reduction of temperature below that favorable for ignition.

In the practical operation of the engine it is found that there are'no deposits of any appreciable amount upon any of the working parts ofthe engine except upon the walls of the working cylinder, where a thin deposit of carbonaceous matter is formed within the iirst few days ofthe operation of the engine, but does not materially increase thereafter, such deposit being moreover entirely harmless, and it is also found to be a factlthat the vengine does not require to be cleaned for a long period of time of continuous operation, while in the same period of time engines of the same class heretofore devised require to be cleaned 'many times.

I claim aslmy invention- 1. In an explosive-engine, the combination with a water-jacketed working kcylinder having an unjacketed explosion-chamber, `of an oil-duct extended through the jacketed wall of the cylinder and terminating in the cylinder in front of the unjacketed explosionchamber, ai valve to close the extremity f said duct, andmeans to deliver the oil under pressure through said duct-and to keep th`e duc-.t constantly full.

2. In an explosive-engine, the combination with a cylinder and piston,an explosion-chamber infrear o f the piston, a compression-chamber in front of the piston and an air-duct from said compression chamber having a port opened by the piston at the forward limit of its stroke, of an oil-duct terminating in front of the explosion-chamber, and means to direct the current of air from said pbrt when opened against the extremity .of said durct to discharge the oil therefrom.

3. In an explosive-engine, the combinationwith a cylinder and piston, an explosionchamber in rear of the piston, a compressionchamber iu front of the piston and an air-duct from said compression-chamber having a port opened bythe piston at the forward limit of opened against the extremity of said,duct to discharge the oil therefrom.

4. In an explosive-engine, the combination with a water-jacketed working cylinderhaving an unjacketed explosion-chamber, of an oil-duct extended through the jacketed wall of the cylinder and terminating in the cylinder in front of the unjacketed explosionchamber, a valve to close the extremity of said duct, areciprocating plunger to force the oil through said duct, anda second valve inter-posed between said plunger and said duct, the said duct being continuous from the plunger to the valve at `the extremity of the duct within the cylinder.

5. In an explosive-engine, the combination with the working cylinder, of a shell forming a vaporizing-chamber and having a flange to it uponthe end of the cylinder, a supplementary shell inclosing the first-named shell and havingva flange `to t upon the'fiange of the firstnamed shell, and bolts passing through the flange of the supplem entary shell and secured in the end of the wall of the cylinder, the flange of the first-named shell b eing clamped between the flange of .the supplementary shell and the end of the cylinder.

6. In an explosive-engine, the combination with a cylinder having an explosion-chamber, of plates disposed radially in said explosionchamber about an open central space and secured together by-a ring.

7. In an explosion-chamber, the combina` tion with Aa cylinder and piston, an explosionchamber in rear of the piston, a compressionchamber, an air-duct from said compressionchamber having a port opened `by the piston \at the forward limit ofits stroke, and means to direct the current of air from said port into the explosion-chamber, of plates disposed radially in said explosion-chamber about an open central space and secured together by a rlng. A

rlfhis specification signed and witnessed this" 14th day o f December, A. D. 1896.

` CARL -W. WEISS.

In presence of- ALFRED W. KIDDLE,

W. B. GREELEY.

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