US618972A

US618972A - alsop

Info

Publication number: US618972A
Authority: US
Publication date: 1899-02-07
Anticipated expiration: 1916-02-07

Description

No.'6l8,972. Patented Feb. 7, I899.

6.8. ALSOP.

GAS ENGINE.

. (Application filed Apr. 29, 1898.)-

4 sheets-sheet 1.

(N9 Model.)

THE 'n'o'rims vnzas cduyuorauniol WASHINGTON a. c.

No. s|a,972. Patented Feb. 7, I899. k c. n. ALSDP. 4

GAS ENGINE.

(Application filed Apr. 29, 1898.) (No Model.) 4 Sheets-Shoat 3.

/73 I 52% 3. 67 74 f ly.

\Q; F i A 70 I I 8 55 v l 66 No. 6l8,'972. Patented Feb. 7, I899. C. R. ALSOP.

. GAS ENGINE.

(Appliationfiled Apr. 29, 1898.) (No Model.)

4 Sheets-Sheet 4.

n: m'mms rank on. PHOTO-LITHO UNITED STATES PATENT OFFICE.

CHARLES RICHARD ALSOP, OF MIDDLETOWN, OONNECTIOUT,'ASSIGNOR OF ONE-HALF TO GEORGE A. OOLES, OF SAME PLACE.

GAS-ENGINE.

SPECIFICATION formingpart of Letters Patent No. 618,972, dated February 7, 1899.

Application filed April 29, 1898. Serial No. 679,208. (No model.)

To all whom it may concern:

Be it known that 1, CHARLES RICHARD AL- SOP, a citizen of the United States, residing at Middletown, in the county of Middlesex and State of Connecticut, have invented a new and useful Gas-Engine, of which the following is a specification.

This invention relates to improvements in gas-engines of that class wherein the explosive mixture or charge is produced by the union of gas or gasolene and atmospheric air designed to be compressed in the working cylinder and exploded by the ignition of an electric spark.

One object of the invention is to provide means by which the spent or exhausted gaseous charge or mixture may be thoroughly eliminated through each compression-cylinder after its energy shall have been expended against the piston-head and prior to the ingress of a fresh explosive charge, which end is attained by flushing the cylinder between such intervals with fresh atmospheric air that is admitted automatically to the compressioncylinder and controlled by the action of the engine.

A further object of the invention is to combine with the engine-shaft duplex air-forcin g devices, by which air is forced on both strokes of the air-pump piston into mixing and flushing tanks, respectively, said flushing-tanks of the air-pumps being connected alternately with the opposite piston-cylinders of the engine, so that when the piston of one air-pump moves in an outward direction the air is forced into the mixing-tank for supply to the pistoncylinder devoted to the pump, and on the reverse or in stroke of the air-pump piston air is forced into the flushing-tank for supply at the proper interval to the other pistoncylinder.

. A further object of the invention is to provide a gas or gasolene pump actuated by the engine-shaft or by connections therewith to automatically force the gas or gasolene into themixing-tank, and such pump is adapted to be regulated to vary the quantity of gas or gasolene supplied to such mixing-tank, such regulation being effected while the engine is in motion.

A further object of the invention is to provide means by which the piston-rod connection with the piston-head of each compressioncylinder may be lubricated to reduce the friction and wear on said parts.

With these ends in view my invention consists in the provision of means by which each compression-cylinder is flushed with a charge of atmospheric air following the exhaust of the exploded and spent charge and prior to the admission of a fresh explosive charge to said cylinder, in an improved pump for forcing gas or gasolene into atmospheric air under pressure to produce the explosive charge to be supplied to the compression-cylinder, and in an improved means for lubricating the joint between the piston-head and the pistonrod.

The inventionfurther consists in the novel combination of elementsand in the construction and arrangement of parts, which will be hereinafter fully described and claimed.

To enable others to understand the invention, I have illustrated the preferred embodiment thereof in the accompanying drawings, forming a part of this specification, and in which- Figure 1 is a plan View of an explosive-engine constructed in accordance with my invention. Fig. 2 is an elevation With parts on one side of the engine broken away and in section. Fig. 3 is a sectional elevation of one of the gas-pumps. Fig. 4 is an enlarged end elevation of the outer end of the electricspark igniter. Fig. 5 is a similar view of the 8 inner end of the said electric-spark igniter.

' Fig. 6 is a plan view of the parts represented by Figs. 4 and 5. Fig. 7 is a longitudinal sectional view through the electric-spark igniter on the plane indicated by the dotted lines 7 7 of Fig. 4. Fig. 8 is a similar sectional view, but taken on the plane indicated by the dotted line 8 8 of Fig. 5. Fig. 9 is a detached detail view of the feed-ratchet by which the electric circuit is intermittently 5 closed and broken at the proper intervals in the cycle or rotation of the engine. Fig. 10 is an elevation looking at one side of the engine.

Like numerals of reference denote like and I00 corresponding parts in each of the several figures of the drawings.

1 designates the bed of the engine, and 2 is a vertical frame or stand erected thereon. The engine-bed is of suitable dimensions to carry or support all of the operating parts of the improved engine, and it is mounted on a suitable base. (Not shown.) frame or stand 2 is erected on said bed and firmly bolted or otherwise secured thereto, and said upright frame or stand carries the piston-cylinders of the'engine.

In the following description I will refer to two piston-cylinders and their cooperating parts, which constitute a duplex engine; but it will be understood that I do not restrict myself to the employment of the parts in du-.

plicate, as I am aware that the number of elements may be increased within the desired capacity or power of the engine without departing from the spirit of the invention.

The piston-cylinders of the duplex engine are indicated by the numerals 3 and at, and they are arranged side by side in parallel relation upon the frame or stand, to which they are secured in any suitable manner preferred by those skilled in the art. Each piston-cylinder 3 or 4 is open at one end; but it is closed at the opposite end by a cylinder-head 5, reference being had to Fig. 1 of the drawings. Each piston-cylinder is further provided, on the side thereof remote from the adjacent or companion cylinder,with the chambers 6 and 7, which are isolated or separated one from the other by a dividing partition or wall 8. The chamber 6 constitutes the valve-chamber adapted to receive the explosive charge or mixture from a suitable pressure and mixing tank, presently referred to, while the other chamber 7 constitutes the feed-chamber, into which the fresh charge of atmospheric air is admitted in the intervals between the admission of fresh charges of explosive mixture, and said feed-chamber is in communication with the chamber 6, so that when the controlling or supply valve is opened the explosive charge from the chamber 6 is admitted to the chamber 7, from whence the explosive charge passes into the compression or piston cylinder. The Valve and feed chambers 0' '7 are suitably closed on their outer sides, and the valvechamber (5 is closed at one end by a suitable stuffing-box (5, through which the valve-rod is adapted to pass; but the opposite end of the feed-chamber 7 is closed by the cylinder-head 5, which is constructed and proportioned to fit properly to one piston-cylinder and the feed-chamber 7. In the wall or partition 8 of each piston cylinder is formed a port 9,

adapted to establish communication between The upright the transverse horizontal engine-shaft 11, which is j ournaled in

suitable bearings

12 and 13 on the bed 1, and of these hearings the one designated as 13 is arranged between the bearings 12 to support the engine-shaft at its center and between the oppositely-disposed cranks thereof. The engine-shaft is constructed to produce the cranks 14 and 15, which in the duplex engine herein shown extend in diametrically opposite directions from the axial line of the shaft 11.

In the compression or piston cylinders 3 4 are fitted suitable piston-heads 16 17, respectively, and said piston-heads connect with the cranks 14 15 of the engine-shaft by means of the piston-rods 22 and 23, respectively. Each piston-rod is suitably attached at its outer end to one of the cranks of the shaft; but the inner end of the piston-rod is attached in a peculiar manner to the piston-head to reduce the friction and wear on the joint between said rod and head. The piston-head proper may be constructed in any way preferred by those skilled in the art, and said pistonhead is provided in its side which faces toward the open end of the cylinder with a socket 18, of semispherical form, to receive the ball-shaped head 24 on the piston-rod, said head being prevented from accidental separation by the attaching disk or plate 24. The piston-head is furthermore provided on its side which faces toward the cylinder-head 5 with a cylindrical oil-cup 19, herein shown as made integral with the piston-head, and the chamber of this oil-cup is adapted to deliver its contents to the port 21, which conveys the lubricant to the socket-and-ballshaped head of the piston-rod. The cylindrical oil-cup 19 and its port 21 are in the plane of the axis of the piston-head, and the outer end of said oil-cup 19 is closed by a cap 20, which is removably secured in place on the cup, so that access may be obtained to the cup for the purpose of replenishing the supply of lubricant therein Whenever desired. To enable access to be obtained to the lubricant-cup of each piston-head, I provide the cylinder-head 5 with a port or opening 25, situated in line with the axis of the cylinder. Into this port or opening is adapted to be projected the oil-cup 19 of the piston-head when the latter is at the limit of its stroke in one direction. The port 25 in the cylinder-head is closed under normal conditions of service of the engine by a cap 26, which is removably secured to the cylinder-head in a suitable way to obviate leakage or escape of the explosive charge; but when the cap is removed the attendant is enabled to obtain access to the cap 20 for removing the same and recharging the cup 19 with a fresh supply of the lubricant.

The adjacent compression-cylinders discharge the exhaust to a common exhaustchamber 29, situated between the contiguous sides of the cylinders 3 1 and adjacent to the open inner ends of said cylinders. The exhaust-ports 27 28 are formed in the adjacent sides of the piston-cylinders 3 4, near the ends thereof, so as to open into the exhaustchamber 29, and from said chamber leads the exhaust tube or pipe 30, as will be seen by reference to Fig. 1. In my engine the pistons are of tubular form and of proper length to close the exhaust-ports during the major portion of the stroke of each piston, and as the pistons move in opposite directions simultaneously the exhaust-ports 27 28 in the two cylinders are opened alternately by the pistons as they complete their outward movements. Thus it will be seen that as one pis ton completes its outward stroke under the energy of the explosive charge or mixture the port is open to permitthe spent or exhausted explosive charge to escape into the exhaust-chamber, while at the same interval the other piston is at the limit of its stroke in the opposite direction, so that on the admission of a fresh charge of explosive mix ture this last-named piston will be impelled outwardly-by the energy of the fresh charge When exploded, whereby the pistons operate to drive the engine-shaft continuously in one direction.

In connection with the engine I employ a duplex air-pump which is driven by direct connections with the engine-shaft and operates to charge air under pressure in two sets of tanks, one set of tanks being combined with the cylinders of the duplex pump to receive the air under pressure from said cylinders during the outward strokes of the pumppistons, while the other set of tanks receive the air from the same pump-cylinders on the inward strokes of the pistons thereof. One set of tanks constitutes the mixing-tanks, because they have combined therewith certain devices by which gas or gasolene may be intimately mixed with the air under pressure from the duplex pump; but the other set of tanks are charged with atmospheric air only for the purpose of supplying the flushing atmospheric charges to the compression or piston cylinders for the purpose of forcing therefrom the exhausted and spent explosive charges subsequent to the utilization of the energy of said charges and prior to the admission of fresh explosive charges to said cylinders. The duplex pump herein shown in connection with a double-cylinder engine has a pair of cylinders 31 32, arranged in alinement with each other on opposite sides of the engine-shaft and suitably mounted on or attached to the engine-bed, and in said pump-cylinders operate suitable pistons, the rods of which. are connected to a cross-head 33, the said pistons being driven by an eccentric or cam 34, attached or fastened on the engine-shaft at a point between the oppositely-disposed cranks 14 15 thereof.

WVith the pump-cylinder 31 are combined a mixing-tank 35 and a flushing-tank 37. A similar mixing-tank 36 is combined with the pump-cylinder 32, and a flushing-tank 38 is also operatively connected with the pumpcylinder 32, so that on the outstroke of the piston in the cylinder 32 the air compressed thereby is forced into the mixing-tank 36, while on the instroke of said pump-piston the air is discharged into the flushing-tank 38, the same operation being true with respect to the tanks 35 and 37 0f the pump cylinder and piston 31. The mixing-tank 35 of the pump-cylinder 31 discharges to a pipe 46, which leads to the valve-chest 6 of the pistoncylinder 3, and between the mixing-tank 35 and the pump-cylinder 31 is arranged a pipe 42, which is connected to one side of the pump-cylinder 31 and also to the mixingtank 35. Two sets of valves are combined with each pump-

cylinder

31 and 32, and of thesetwo sets of valves one set controls the ingress and egress of air to the pump-cyl inder on one stroke of the piston and the other set of valves controls in like manner the ingress and egress of air on the opposite stroke of its piston. The valves constituting one set for each

cylinder

31 or 32 are indicated at 40 and 41, while the valves of the other set are indicated at 44 and 45. Of the first-named set of valves the one designated as 40 controls the ingress of air to the pumpcylinder when the piston therein is on its back stroke, and the valve 41 permits the air admitted by the valve 40 to be forced from thecylinder on the forward or out stroke of the piston, the valve 41 discharging to the pipe 42, which leads to the mixing-tank of the cylinder. The other set of

valves

44 and 45 communicate with the piston-cylinder at r the opposite end thereof, and the valve 44 permits the air to flow in to the cylinder when the piston is making its outstroke, while the valve 45 insures the passage of air from the cylinder on the inward travel of the piston therein. The

valves

40 and 44 thus alternately admit air to opposite ends of the cylinder, and the

valves

41 and 45 in like manner discharge air from opposite ends of the cylinder as the piston nears or completes its in and out strokes. As before indicated, the valve 41 discharges the air from the cylinder to the pipe 42, which leads to the mixing-tank, while the other outlet-valve 45 discharges through a suitable pipe 45 into one of the flushing-tanks 37 or 38.

Each pipe 42 between the pump-cylinder and the mixing-tank is provided with a port '43, with which communicates a pipe or conoutwardly the inlet-valve on one side of the piston and the outlet-valve on the 'opposite side of the piston are closed, while the outlet-valve 41 and the inlet-valve 44 on opposite sides of said piston are open. The air in advance of the piston on the outstroke thereof is forced through the valve 41 into the mixing-tank, so as to draw in the gas or gasolene supplied by the pump to said valve 41, while the air is admitted to the cylinder at the rear side of the piston therein. On the back or inward stroke of the piston in each air-pump the inlet-valve 40 and the egress-valve 45 are opened on opposite sides of the piston, while the ingress-valve 44 and the egress-valve 41 are closed, thus permit-' ting atmospheric air in rear of the piston to be forced through the valve 45 into the flushing-tank to maintain air under pressure in said tank sufficient to expel the explosive charge from the compression-cylinder. The mixing and flushing tanks for each air-pump are so proportioned that a suitable atmospheric pressure is maintained in each tank at the end of the stroke in the air-pump cylinder, and the pressure in the flushing-tank is sufficient to insure complete and instantaneous removal of the expended explosive charge from the pressure-cylinder when the piston therein passes the exhaust-port.

In the drawings I have shown the pressureeylinder 3, the air-pump 31, and the mixingtanks 35 37 on one side of the vertical axis of the engine, while the other pressure-cylinder 4, the air-pump 32, and the tanks 36 38 are on the opposite side of the engine; but this location or arrangement is immaterial, because the tanks and pumps may be placed in any position to suit the convenience of the user, so long as the connections of the tanks to the air-pumps and the cylinders are preserved. It is not essential to employ the two mixing-tanks, as a single mixing-tank may be operatively connected with the pumps, but it is necessary to employ a separate air flushing arrangement for each cylinder 3 and 4. In the preferred arrangement shown the airpump 31 and the mixing-cylinder 35, to which air discharges, are connected by a pipe 46 to the valve-chest 6 of the piston-cylinder 3 on one side of the engine, and in like manner the air-pump 32 is connected by the pipe 42 to the mixing-tank 36, which in turn discharges through a pipe 47 to the compression-cylinder 4. The flushing-tank 37 of the air-pump 31 does notdischarge to the compression-cylinder 3, however, nor does the flushing-tank 38 of the air-pump 32 discharge to the compression-cylinder4; but, on the contrary, the flushing-tanks 37 and 38 have cross-connections with the compression-cylinders on opposite sides of the vertical axis of the engine that is to say, the flushing-tank 37 of the airpump 31 on one side of the engine is connected by a pipe 48 to the feed-chamber 7 of the compression-cylinder 4 on the opposite side of the engine, and in like manner the flushing-tank 38, supplied by the air-pump 32, is connected by a pipe 50 to the feedchamber 7 of the compression-cylinder 3 on the opposite side of the engine from the airpump which supplies atmospheric air under pressure to said flushing-tank 38. Each of the

pipes

48 and 50, leading from the flushing-tanks to the compression-cylinders, is provided with an automatic check-

valve

49 and 51, respectively, and these check-valves are controlled by springs or other suitable de vices, so as to resist the pressure of air in the tanks 37 and 38 until the pistons in the compression-cylinders shall have moved to a position with relation to the exhaust-ports 27 and 28 to expose more or less of the latter and open, the compression-cylinders 3 4 to communication with the exhaust-chamber 29, at which time the pressure in the tanks 37 and 38 will have reached a point to open the check-valves and admit the flushing charge of atmospheric air to the compression-cylinders, it being understood that these

valves

49 and 51 act alternately and in synchronism with the play of the pistons 16 17 in the compression-cylinders 3 4. When the piston 17 in the compression-cylinder 4 is moved toward the open end of the said cylinder 4, the piston in the air-pump cylinder 31 is making its inward stroke to force the air to the valve 44 and into the flushing-tank 37, from whence the air passes through the pipe 48 to the compression-cylinder 4, and by the time that the piston 17 reaches a position where the exhaust-port 28 is slightly exposed the pressure in the tank 37 reaches a point where it overcomes the check-valve 49 and the charge of compressed flushing-air rushes into the cylinder 4 to expel the spent or exhausted explosive charge therein into and through the port 28 and exhaust-chamber 29. At the same time the piston 16in the compression-cylinder 3 is making its instroke and the piston in the air-pump 32 is making its outstroke to charge the air into the mixing-tank 36; but on the return or out stroke of the piston 16 in the pressure-cylinder 3 the piston in the air-pump 32 is making its instroke, so as to force air into the flushing-tank 38, from whence it passes into the pipe 50, overcoming the resistance of the check-valve 51 and admitting the air under pressure into the compression-cylinder 3 to in like manner expel the explosive charge of fuel from the compression-cylinder 3 when the piston 16 therein reaches a point to open the exhaust-port 27. It will be observed that the flushing-tanks are alternately charged with air on the instrokes of ,the pistons in the respective air pumps or cylinders and that said flushing-tanks alternately are brought into service to admit fresh charges of air under pressure to the compression-cylinders, the admission of such flushing charges being controlled automatically by the checkvalves 49 and 51 to the compression-cylinders on the outward strokes of the pistons therein.

which operates the pump-plunger 65.

In connection with my engine I employ automatic pumps 53 54 to force fuel, such as gas or gasolene, to the valves 41 betweenthe air-pump cylinders and the mixing-tanks, and these fuel-forcing pumps are operatively connected with the engine-shaft either directly or indirectly to operate in conjunction with the other working parts of the engine. The fuel-pumps are represented by Figs. 2 and 3 of the drawings, and by reference to Fig. 2 it will be seen that said pumps are situated 011 opposite sides of the axial line of the engine-shaft. Said engine-shaft carries a cam or eccentric 55, which actuates a yoke 56, which is common to two pump-rods 57, the latter leading in opposite directions from the engine-shaft and both being actuated by the single eccentric 55. Said pump-rods 57 are connected with bell-crank levers which actuate the pump-plungers, and as all these fuel-pumps are identical in-construction and operation adescription of the one will answer equally for the other. Each fuel-pump has a box or casing 58, and between the inlet and

outlet

60 and 61, respectively, is arranged a passage 59, the inlet to the pumpcasing being provided with a check-valve 62 and the outlet having a check-valve 63. From the casing or box 58 of the fuel-pump rises a cylinder 64, which communicates at its lower end-with a passage 59, that leads from the inlet 60, and which cylinder communicates with the outlet 61. Rising vertically from the boxing or casing and adjacent to the cylinder 64 of the pump is a stand 66, to the upper end of which is fulcrumed, as at 68, the bell-crank lever 67, The bell-crank lever is fulcrumed at the juncture of its arms to the stand 66, and to the extremity of one lever-arm is pivoted a link 69, the other end of which is in like manner connected to the pump-plunger 65. The other arm of this bell-crank lever is provided with a longitudinal slot 70, in which is slidably fitted an adjustable block 71, that has a wristpin 72, to which is connected one of the pump rods 57, actuated from the cam 55 on the engine-shaft. The block 71 is adjustable longitudinally in the slotted arm of the hellcrank lever by means of an adj usting-screw 73, which is journaled in a suitable opening in the lever 67 and has threaded engagement with said block 71, and on this adjustingscrew is fitted a check-nut 74, adapted to bear against the lever to hold the adj IISlZlHg-SOIGW from movement under the vibration of the engine when it is in service. It will be seen that the screw 73 may be rotated to adjust the block 71 toward and from the fulcrum of the lever 67, so as to vary the movement or play of the lever, and consequently change the stroke of the pump-plunger, and this adjustment may be effected when the engine is in motion, so that it is not necessary to stop the engine in order to regulate the stroke of the f uel-pump.

compression-cylinder; but it will be understood that no claim is made in the present application for the particular type of sparker or igniter, because I reserve the right to file a separate application therefor. As said sparking devices for the two cylinders 3 and4 are the same in construction, I do not deem it necessary to describe in detail and by separate reference characters the independent parts of the two sparking devices which are represented at 75 and 76 in the drawings, the sparkin g device 75 being in operative relation to the compression-cylinder 3 and the other to the compression-cylinder 4. By reference to Figs. 4 to 9, inclusive, it will be seen that Ihave shown one of the sparking devices very fully and in-detail, and in Figs. 1 and 2 the relation of the sparking devices to the feedchambers 7 of the compression-cylinders 3 4 is represented. Each sparking device has a plug 77, which is fitted to the outside wall of the feed-chamber 7, which discharges to the compression-cylinder. The plug 77 is of cylindrical form to properly and tightly fit in a suitable hole provided in the outside wall of said feed-chamber 7, and at its outer edge said plug is provided with extended lugs 78, which bear against the outer face of the feed-chamber wall, so that the plug 77 may be rigidly fastened to said chamber. These lugs 78 are provided with short segmental slots 79, through which are passed the bolts 80, that serve to rigidly secure the plug to the feed-chamber wall in a manner to permit of a limited adjustment of the entire igniter with relation to the chamber for the purpose of varying the interval between the production of the sparks. This plug 77 is provided with a central opening or passage 81, in which is fitted a bushing 82, the front end of which is chambered or recessed to provide the recess 85, thus forming a sleeve 83 that serves as the journal for the eccentric 88, and the inner end of this sleeve 83 projects beyond the in ner face of the plug 77 to receive a nut 84, that binds against the plug and serves to rigidly hold the bushing in fixed relation to the plug. In the longitudinal recess 85 of the bushing are fitted the" locking-stems 86, that engage with the feed-ratchet, presently described, and serve to hold the latter against rotation in reverse direction to that in which said feed-ratchet is designed to be driven, and these locking-stems are normally pressed into engagement with the ratchet by means of the coiled springs 87, which are seated at the inner end of the recess 85 and bear against the heels of the locking-stems 86. The eccentric 88 is provided with a hub or sleeve 89, that is fitted to rotate freely on the sleeve 83 of the fixed bushing, and said eccentric 88 is provided with a wrist-pin 118, presently referred to, and serving as the means bywhich' the eccentric-rod from the engine-shaftis connected to the eccentric 88 to oscillate or rock the latter. Theface-disk of the eccentric 88 is formed with a central annular recess 90 and with a radial opening 91, and in the annular central recess is fitted the feed-ratchet 92, a detailed view of which is represented by Fig. 9. The feed-ratchet is carried by a shaft 95, which extends through the eccentric-disk 88 and the bushing 82 to have its inner end terminate. in the feed-chamber 7 of the engine and beyond the nut 84:, which clamps the bushing to the plug, said shaft extending entirely through the plug, bushing, and eccentric-disk. The outer end of the shaft 95 carries a collar 96, which is suitably fixed thereto at a point outside of the feed-ratchet 92, and the shaft 95 is provided near its inner end with a flared shoulder 97, that has a suitable bearing in a corresponding flared part at the inner extremity of the bushing 82, thus seating the shaft in the bushing in a way to obviate leakage of the fluid under pressure from the feed-chamber. To the inner extremity of the shaft 95 is rigidly secured a wheel or disk 98, provided with a series of spaced teeth 99, (represented by Fig. 5 of the draw ings,) and as the feed-ratchet 92 is secured to the shaft 95 near its outer end it will be seen that said shaft is provided with two disks or wheels practically at the respective ends thereof. The feed-ratchet 92 is provided on its peripheral edge with a series of teeth 93, and on the inner face of the ratchet, which is presented to the locking-stems 86, said feed ratchet 92 is provided with a series of stopteeth 94, which are preferably countersunk in the face of the ratchet 92 and are inclined in the same direction as the teeth 93, which extend from the edge or periphery of the ratchet. The stop-teeth 94.- and the lockingstems 86, which engage therewith, restrain the ratchet from movement in one direction;

but the teeth 94: are adapted to slip past the stems 86 and permit the ratchet to rotate in the opposite direction under the influence or pull of the feed-pawl 100, which is fitted in the radial opening 91 of the eccentric-disk S8. The inner end of this feed-pawl 100, which is movable radially in the disk 88, engages with one of a series of teeth 9t on the edge of the feed-ratchet 92, and said pawl is normally pressed into engagement with said ratchet by a flat pressure-spring 101, which is curved to lie partially around the edge of the disk 88 to occupy a compact position thereon, one end of said spring 101 being suitably attached to the disk, while the free end of the spring bears against or is connected to the radially-movable feed-pawl 100.

In the fixed plug 77, at one side of the bushing 82 therein, is secured another bushing or sleeve 103, which is insulated from metallic or electric connection with the plug 77 by a suitable insulation 104:, that extends entirely through the plug 77 and serves to wholly and completely insulate a rocking spindle 102 from electric connection with the plug 77 or any other of the parts thereof. The bushing 103 is provided at its outer end with a head or flange that abuts against the insulation 10 1, and at its inner end said bushing 103 receives a clamp n ut 105, that is screwed on the bushing and bears against an insulated washer 105, interposed between the nut and the illner extremity of the insulation 104. The rocking spindle 102 is journaled to rotate freely in the metallic bearing provided by the bushing 103, and at its inner end said rocking spindle 102 is provided with a screw which passes-through the spindle 102, one end of the screw protruding at 106 beyond the side of the spindle, while the other end of the screw extends beyond the other side of the spindle, so as to form a finger 107, which serves as one terminal of the electric circuit by which the energy to produce the electric spark is supplied to the engine, said finger 107 being carried by the inner terminal of the spindle 102 at a point beyond the nut 105, and thus said contact-point is arranged in the feed-chamber 7 of one of the compressioncylinders. The screw 106 may be adjusted to compensate for wear that takes place on the terminal finger 107. The finger 107 proj ects into the space between the teeth 99 on the toothed feed-wheel 98 of the shaft 95; butnormally the contact-finger 107 is free from the teeth 99, so that it lies in the spaces or intervals between the teeth. The feed-wheel being in electrical connection with the engine, which forms one terminal of the electric circuit, said feed-wheel presents a circuit-terminal in the path of the other circuit-terminal 107, and it has a number of points formed by the teeth 99, with which the finger or terminal 107 is adapted to engage successively. The movement of the spindle 102 in one direction is limited by a stop-pin 110 on said spindle engaging with a fixed stop 111, attached to a suitable support within the feed-chamber 7. Around the rocking spindle 102 and at the outer end thereof is arranged a coiled retracting-spring 112, one end of which is attached to said spindle and the other end is attached to the insulated bushing 103, and this coiled spring 112 is arranged to normally hold the rocking spindle in a position where its stoppin 110 engages with the fixed stop 11, at which position the contact-finger 107 of said spindle is free from engagement with the teeth of the terminal disk 98. The wiper-spindle 113 is journaled to rock or turn in the plug 77 at a point below the rocking spindle 102 and in substantially the same vertical plane as said spindle 102, the two

spindles

102 and 113 being arranged at one side of the vertical plane of the shaft 95. The wiper-spindle 113 is provided with a wiper-arm 115, that projects outwardly from the spindle and within the feed-chamber 7, the free extremity of said wiper-arm lying in contact with one of the teeth 99 on the disk 98 to wipe the points of the teeth 99 and keep the latter free from any accumulations of dirt or sediment, and thus maintain the teeth in a clean condition to form good electric contact with the terminal finger 107. The wiper-spindle is sustained yield ably in position by a coiled torsion-spri n g 114, which is fitted around the spindle 113 and has one end suitably attached thereto, the other end of said spring being suitably attached to the plug 77. The wiper-spindle and its arm are held in proper position by the spring, so as to yield to the passage of the teeth on the disk 98, and thus the teeth of the disk are presented successively to the wiper-arm as the/disk rotates, so as to keep all the teeth in a clean condition. The spindle 102 is held by its spring to maintain the finger 107 between two teeth of the disk 98, thus opening the electric circuit, and the spindle 102 is adapted to be turned by the feedpawl and the disk 88 when the latter is rocked or turned in one direction to move said feedpawl 100 and the ratchet 92 in the same direction, the movement of the ratchet serving to rock or turn the shaft 95 and the circuitterminal wheel 98 in a corresponding direction. The eccentric-disk 88 is adapted to rock or vibrate back and forth under positive connections with the engine-shaft, and the feed-pawl 100 and the feed-ratchet 92 constitute a mechanism forimpartin g a stepby-step feed to the shaft 95, whereby as the eccentric-disk is oscillated the feed-shaft is rotated continuously in one direction because the rocking stems 86 restrain the feed-ratchet 92 from movement in a backward direction with the eccentric-disk, while the stop-teeth 94 on said ratchet-disk are adapted to slip idly past the rocking stems 86 when the feedratchet is turned by the feed-pawl100,which is carried by the eccentric-disk, to engage with the teeth 93 on the edge of the ratchetdisk successively. To the protruding end of the insulated rocking spindle 102 is attached one of the electric conductors 116, and the other electric conductor circuit 117 is attached at a suitable point on the engine, said rocking spindle 102 being insulated from the engine by the insulation 104.

On the valve-chamber 6 of each compression-cylinder is a bearing 120, that receives a rock-shaft 119, from which extends a link 121, that is connected to the wrist-pin 118 of the rocking eccentric 88, forming a part of the spark-igniter. To the rock-shaft 119 is also connected an eccentric-rod 122, that extends to an eccentric or cam 123, which is fitted loosely on the engine-shaft and is operativelyconnected by a clutch with a valveactuating eccentric presently referred to.

The explosive charge or mixture is supplied from the mixing-tank to the valve-chamber f the compression-cylinder, and the communication between this valve-chamber 6 and the feed-chamber 7 is controlled by a valve 125, adapted to fitin aseat on the wall or partition 8, that divides the chamber 6 and 7. This valve 125 is carried by a rod or stem 126, which plays in a guide or guides on the compression-cylinder or frame of the engine, and to said rod 126 is fitted a collar 128, that is held in place by a clamp 129. Around the valve-stem is fitted a coiled spring 130, seated atone end against the collar 128 and at its opposite end against a suitable abutment or guide, and this spring serves to hold the valve to its seat on the wall or partition 8. The valve rod or stem is attached to an cecentric 130,Which is fixed to an engine-shaft, and said eccentric has a laterally-extending hub or sleeve, forming a clutch 131, that engages with the eccentric or cam 123, which drives the oscillating disk 88 of the igniter. There is enough lost motion between the valveeccentric 130 and theigniter-eccentric123, so that the extreme throw of the igniter-eccentric 123 will be at the same point in Whichever direction the engine is revolved.

In the operation of the igniter the eccentricdisk is rocked or vibrated by the described connection with the valve-eccentric on the.

engine-shaft, and under normal conditions the rocking spindle 102 is held by its spring to a position where the finger 107 is midway between two of the teeth 99 on the circuit terminal wheel 98. When the eccentric or disk 88 is moved in one direction by the positive connections with the engine-shaft, the pawl 100' engages with a tooth in the feedratchet 92 and moves the latter a distance equivalent to the movement of the eccentricdisk 88, the locking-teeth 94E of the ratchet 92 slipping past the locking-stems 96 in the bushing. The shaft 95 is turned a partial revolution in the bushing, and the circuit terminal wheel 98 is correspondingly actuated, so as to cause one of its teeth to impinge against the finger 107, thus closing the electric circuit and releasing the spindle 102, which yields to permit the tooth 99 to clear or snap past the terminal 107. The circuit is broken by the tooth 99 on the terminal disk 98 snapping past the terminal finger107, and the electric spark is thus produced for the ignition of the explosive charge. The return stroke or movement of the rocking eccentric is effected mechanically by the connections with the engine-shaft, and as the tooth 99 on the terminal wheel frees itself from the finger 107 of the spindle the latter is released and its spring 112 returns the spindle 102 to its normal position to restore the terminal finger to proper position between two of the teeth 99 on the circuit terminal disk 98.

The general operation of the engine is as follows: Certain proportions of gas or gasolene are forced by fuel-pumps into the mixingtanks when the air is pumped by the airpumps into said tanks, and as the fuel is intimately commingled with the air an explosive mixture is-produced in each tank. In

starting the engine the shaft is rotated until the air in the compression cylinders shall have been expelled, and a charge of explosive gas or mixture is substituted for the air expelled from said cylinders. As the piston in one cylinder makes its instroke the gas confined between the cylinder-head and the piston is compressed, and when the piston has reached the limit of its instroke and the explosive mixture or charge is compressed at the highest point the igniter breaks its electric contact and produces a spark, the effect of which is to explode the charge or mixture and force the piston down. As this operation takes place alternately in the compression-cylinders the crank-shaft is rotated continuously in one direction and operates the air-pumps and the fuel-pumps, the effect of which is to charge the mixing-tanks with the explosive mixture of air and fuel, and the flushing-tanks are charged with atmospheric air, the contents of both the mixing and flushing tanks being under pressure. As soon as the piston in each compression-cylinder moves far enough to slightly open the exhaust-port in said cylinder and relieve the pressure in the compression-cylinder from the explosive charge the

automatic valve

49 or 51 in the pipe connection between the flushingtank and the compression-cylinder is raised by accumulated pressure in said flushingtank and air is forced under pressure from said flushing-tank into the compression-cylinder, thereby expelling the spent or exhausted charge of the explosive mixture through the exhaust-port and into the exhaust-chamber. Immediately thereafter and before the piston has reached the limit of its outward stroke the gas-valve 125 in the chamber 7 is opened by the eccentric on the shaft and a charge of gas under pressure is supplied from the chamber 6 to the chamber 7, and thence through the feed-channel 10 into the compression-cylinder, and the admission of this charge of explosive mixtureexpels the flushing charge of atmospheric air, thus substitutin g for the flushing charge an explosive charge of mixed air and gas, which in turn is compressed on the inward stroke of the piston and is exploded or ignited by the action of the electric sparker. It will be understood that the gas-admission valve 125 is opened when the exhaust-port in the compression-cylinder is slightly opened by the movement of the compression-plunger, and this gas-valve is held in its open position until the exhaustport is nearly closed, at which time the gasvalve is automatically and positively closed by the action of the cam-eccentric 130 on the engine-shaft.

A gas-engine constructed and operated as described has the explosive charges expelled from the compression-cylinders immediately following the movement of the compression pistons to points beyond the exhaust-ports, and thus the entire spent charge of explosive mixture is expelled before the introduction of a fresh explosive charge. The employment of a lubricating-cup on the connection be tween the piston-rod and the piston-head is advantageous in that the smoothness of the working parts is effected to better advantage,

and the supply of lubricant to the cup is readily effected when the engine is at rest. The employment of the adjustable connection between the bell-crank lever and the pump-rod for each fuel-pump enables the stroke of the pump-plunger to be adjusted while the engine is in motion, and thus the quantity of gas or gasolene forced into the charge of atmospheric air may be regulated as desired. As the shaft 95 of the igniter extends from the valve and feed-chambers, its outer end is readily accessible for manual manipulation to bring the terminals of the circuit into contact, thus closing the circuit and producing a spark in the feedchamber 7 of one compression-cylinder, and this adaptation is advantageous because it enables the engine to be started by hand, as a hand gas-pu mp may be employed to charge the mixing-tank, whereby the engine can be started without rotating the shaft.

I am aware that changes in the form and proportion of parts and in the details of construction may be made by a skilled mechanic without departing from the spirit or sacrificing the advantages of my invention, and I therefore reserve the right to make such modifications as clearly fall within the scope of the invention.

Having thus described the invention, what I claim is 1. In a gas-engine, the combination with the compression-cylinders and a shaft, of the airpumps, mixing-tanks operatively connected with said pumps and the compression-cylinders and having inlets for the admission of fuel thereto, and flushingtanks also connected with the air-pumps and operatively connected with the compression -cy1inders whereby the flushing-tanks admit flushing charges of atmospheric air to the compression-cylinders following the opening of the exhaust-ports from said cylinders for the expulsion of the spent or exhausted explosive charges therein, substantially as described.

2. In a gas-engine, the combination with compression-cylinders and the pistons operating therein, of air-pumps, a mixing-tank having means for admission of fuel therein and operatively connected with said airpumps and the compression-cylinders, and flushing-tanks also connected with the airpumps to be charged with air therefrom in the operation of'the pumps, each flushingtank being connected with a compressioncylinder to admit a flushing charge thereto on the outstroke of the piston in said cylinder, all parts being arranged and combined for service, substantially as and for the purposes set forth.

3. In a gas-engine, the combination with a compression-cylinder and its piston, of an airpump, a mixing-tank having means for admitting fuel thereto and connected with said air-pump to be charged with atmospheric air therefrom on the movement of the piston in one direction, and a flushing-tank also connected with the air-pump to be charged with 4. In a gas-engine, the combination with compression-cylinders and their pistons, of air-pumps,a set of flushing and mixing tanks operatively connected with each air-pump cylinder to be charged with atmospheric air on the reverse strokes of the piston in the air-pump cylinder, means for admitting fuel to each mixing-tank, and valved connections between the compression-cylinders and flushing-tanks on opposite sides of the engine, substantially as described.

5. In a gas-engine, the combination with compression-cylinders, their pistons and suitable valve mechanisms, of the air-pumps, a mixing-tank to each air-pump and connected therewith by a valved pipe which admits air to said tank on the stroke of the pump in one direction, a pipe connection between each mixing-tank and the valve-controlled inlet to one of the compression-cylinders, a flushingtank having a valve connection with one of the air-pumps to be charged with air therefrom on the stroke of the pump-piston in the opposite direction from the stroke which charges air to the mixing-tank, and a pipe connection between each flushing-tank and a compression-cylind er situated on the opposite side of the engine'from said flushing-tank, substantially as described.

6. In a gas-engine, the combination With a compression-cylinder and its piston, of an airpump, a mixing-tank connected with said pump-cylinder to be charged with air on the stroke of the piston in one direction and having means for admission of fuel to said tank, a fiushingtank also connected with the airpump to be charged with air on the stroke of the piston in the opposite direction, and a pipe connection between the compression-cylinder and the flushing-tank and provided with an automatic valve which is opened solely by the pressure from said flushing-tank to admit a fresh charge of atmospheric air from said tank into the compression-cylinder when the piston therein opens the exhaust-port from said compression-cylinder, substantially as described.

7. In a gas-engine, the combination with the compression-cylinders, their pistons and an engine-shaft, of the valve-controlled chambers on each compression-cylinder, air-pumps driven from the engine-shaft, mixing-tanks connected with said pumps and having means for admitting fuel thereto as the air is forced from said pumps into the mixing-tanks, the flushing-tanks connected with said pump-cylinders to be charged with air therefrom, and a pipe connection between the flushing-tank on one side of the engine and a compressioncylinder on the opposite side of the engine, substantially as described.

8. In a gas-engine, the combination with compression-cylinders and their pistons, of

the air-pumps each having two sets of controlling-valves which are situated at the respective ends of said cylinder, the flushing and mixing tanks operatively connected to the egress-valves of one of the pump-cylinders, a direct connection from each mixingtank to one of the compression-cylinders, and a valved pipe connection between the flushing-tank and a compression-cylinder to admit air to the latter on the outstroke of the pis ton therein, substantially as described.

9. In a gas-engine, the combination with the compression-cylinders, their pistons and an engine-shaft, of the valve-controlled chambers on each compression-cylinder, the airpumps situated on opposite sides of the engine-shaft and driven therefrom, the two sets of controlling-valves to the cylinder of each air-pump, a set of mixing and flushing tanks operatively connected with the egress-valves of the two sets of valves to each air-pump cylinder, means adapted for connecting the mixing-tanks to the valve-chambers of said compression-cylinders, and valved pipe connections between the flushing-tanks and the feed-chambers to the compression-cylinders, substantially as described.

10. In a gas-engine, the combination with the compression-cylinders,and the air-pumps, of the mixing-tanks having valved connections with the air-pump cylinders and also communicating with the compression-cylinders, the flushing-tanks having valved connections with the air-pump cylinders and separate valve connections with the compression-cylinders, and positively-actuated fuelpumps connected operatively with the valved connections from the fuel-tanks to the airpump cylinders, whereby the fuel is forced into the currents of air as they pass from the air-pumps to the mixing-tanks, substantially as described.

- 11. In a gas-engine, the combination with the compression-cylinders, an engine-shaft and the pistons in said compression-cylinders, of the air-pumps operated by said engineshaft, the mixing-cylinders connected with the compression-cylinders and having valved connections with the air-pump cylinders, and fuel-pumps having positive connections with the en gine-shaft and discharging to the valved connections between the mixing-tanks and the air-pump cylinders, substantially as described.

12. In a gas-engine, the combination with a compression-cylinder, an air-pump, a mixing-tank, and an engine-shaft, of the fuelpump having connection with the mixingtank, a lever connected with the fuel-pump plunger, and a pump-rod driven by the engine-shaft and having an adjustable connec tion with the lever of the fuel-pump, substantially as described.

13. In a gas-engine, the combination with an engine-shaft, a compression-cylinder, an air-pump and a mixing-tank connected with said air-pump, of a fuel-pump connected with the mixing-tank and having a suitable plunger operating in a cylinder which communicates with a fuel-passage, a bell-crank lever linked to the fuel-pump plunger and pro- 5 vided with a slotted arm, an adjustable Wristblock fitted to said slotted arm, an adj listingscrew carried by said lever and connected with the Wrist-block for moving the latter toward and from the fulcrum of the lever, and

m a pump-rod driven by the engine-shaft and connected with the adjustable Wrist-block,

substantially as described. v

In testimony that I claim the foregoing as my own I have hereto affixed my sign ature in the presence of two witnesses.

CHARLES RICHARD ALSOP.

WVitnesses:

FRANK A. GoLEs, HERBERT C. DANFORTH.