US622469A

US622469A - hirsch

Info

Publication number: US622469A
Authority: US
Publication date: 1899-04-04
Anticipated expiration: 1916-04-04

Description

` Patented Apr. 4, i899. F. E. HIRSCH. on. ENGINE. (Application filed Sept. 8, 1898.)

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No. 622,469. A Patented Apr. 4', |899. F. C. HIRSCH.

OIL ENGINE.

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PATEN EEoDoR c. mason, or` NEW YORK, N. Y.,AS's1eNoE To JAMES W. EATON,

TRUSTEE, or WEST ISLIP, NEW YORK.

OILENGINE.

SPECIFICATION forming part of Letters Patent No. 622,469, dated April 4, 1899.

Application filed September 8,1898. Serial No. 690,458. (No model.)

To all whom t may conceive: j

Be it known that I, FEODOR C. IIIRSCH, a citizen of the United States, residing in the city, county, and State of New York, have invented certain new and useful Improvements in Oil-Engines, of Which the following is a specification sufficient 'to enable others Skilled in the art to which the invention appertains to make and use the same.

My invention relates to engines designed to be operated by the combustion of vaporized fuel, such as kerosene-oil, in an ignitionchamber containing an expansion medium, Such as air, the ignition-chamber communicating directly with the power-cylinder.

The object of the invention is to provide an engine of this character in which the highest and most efficient pressure of the expansion medium is attained and the full value of the charge is utilized at the beginning of the outward or working stroke of the piston; and to these ends my invention consists in an oilengine constructed and arranged substantially as described7 whereby these objects are attained.

The distinguishing feature of my invention consists in the fact that the engine is so constructed and arranged that the necessary quantity of expansion medium, such as air, is taken into the ignition-chamber and practically compressed therein before the fuel or oil is introduced, and this is introduced at once, so that the compression takes place immediately after the expansion medium is impregn ated with the fuel and is practically completed just before the completion of the inward stroke of the piston, so that the highest and most effective pressure of the expansion medium can be utilized at the beginning of the outward or working stroke of the piston. I thus produce a practically complete combustion of the fuel prior to or at the beginning of the outward or working stroke of the piston, and thus not only attain the highest and most effective pressure at the instant the piston commences its outward or working stroke, thus utilizing the full value of the charge in driving the piston at the beginning of the outward stroke, but also avoid the objections resulting from a prolongation of the feed of the fuel-after the piston has commenced its outward or working stroke, resulting in incomplete combustion and fouling of the engine.

In the accompanying drawings, Figure lis a plan of my improved engine. Fig. 2 is a sectional elevation taken upon plane of line 2 2, Fig. l. Fig. 3 is a similar view taken upon plane of line 3 3, Fig. 1. Fig. iis a front elevation of the engine. Fig. 5 is a vertical section upon plane of line 5 5, Fig. l; Fig. 6, a similar View upon plane of line 6 6, Fig. l. Fig. 7 is a horizontal section upon plane of line 7 7, Fig. 5. Fig. 8 is a sectional view showing the position of the piston at the time when the oil is injected into the igniter. Fig. 9 is a sectional View Showing the position of the piston at the completion of its stroke. Fig. 10 is an enlarged view of the igniterchamber and adjoining parts.

The lower part of the crank-chamber C consists of a semicircular casting c, mounted upon suitable pillow-blocks B. The upper 'part c of the crank-chamber C is preferably cast in one piece with the cylinder D, to the upper end of which is bolted the cylinderhead D', in which are set the inlet and exhaust valves. The cylinder is formed with the water-jacket d, through which a circulation of water is maintained during the operation of the engine through the medium of the connections p and pump P', operated by disk c2 on the counter-shaft a.

A is the main orpower shaft, formed with the crank A', connected with the piston E by means of the pitmen F. Upon the power- Shaft A is mounted the usual iiy-wheel W.

A gear-wheel G upon the power-shaft A these, H, is rigidly attached to the shaft a and acts upon a roller h upon the pivoted carrier h', which is connected by tho rod 71,2 with the arm h3 upon the rock-shaft h4, to which is secured the arm h5, by which the air-valve K is depressed against the resistance of the spring 7c'.

Feat'hered to the counter-shaft a is the sleeve L, carrying the cams I I' and formed with the annular flanges l Z, which engage with the pin l. upon the hand-lever L', by which the sleeve L may be moved longitudinally upon the shaft a. Above the path of the cams I I' is pivoted the carrier t', provided with the roller i' for engagement with the said cams and connected by the rod i2 with the rock-lever 3, by which the exhaust-,valve M is opened against the resistance of the spring i4'.

M' is the exhaust-passage.

N is the ignition-chamber, communicating with the upper end of the cylinder D through the port n. The ignition-chamber is supplied with suitable charges of oil through the spray n', which receives the oil from the duct 0, with which the supply-pipe o' communicates.

The pipe 0' connects with the oil-pump O,

communicating by a pipe 02 with a suitable oil-reservoir and operated by a cam Q upon the counter-shaft a, said cam Q depressing a rock-lever Q' against the resistance of a spring q, and thereby depressing the piston-rods o12 o3 and forcing a quantity of oil into the duct 0. Interposed between the duct 0 and spray n' is a spring-valve 05, which yields under the pressure of the pump and closes automatically when the pump is released. A checkvalve o6 relieves of undue pressure and allows the excess to return through the pipe 07 to the reservoir. y

As before said, the counter-shaft a makes Vone revolution to every two revolutions of the power-shaft A. The cams upon the said countershaft a are so timed with relation to each other and to the other operative parts that'when in use the engine operates as followsgzThe ignition-chamber N being heated externally to the proper temperature, the cam I' is slid under the roller 1l', so as to limit the opening of the exhaust-valve M until the engine has attained the required speed, when it is again returned to its normal position by means of a lever L', thus bringing the main exhaust-cam I' into position under the roller vl. Supposing the last inward stroke of the Ipiston E to have been completed as it starts upward, the cam II and its connections open the air-valvevK and hold it open during the completion of the inwardstroke of the piston. During the outward stroke of the piston the air is compressed. Vhen the piston has nearlysrcompleted its inward stroke (ninetenths ofthe stroke, or thereabout, more or less) and is in the position approximately shown in Fig. 8, the cam Q' operates the oilpump O, so that a small quantity of oil is injected through the valve of and into and through the spray n', which delivers it to the compressed air in the igniter N, the heat of which causes its combustion just prior to the completion of the inward stroke of the piston and the passage of the crank over the deadcenter. The expansion thus caused forces the piston outward. As the piston again starts inward the cam I' acts through its con-V nections to open the exhaust-valve M' for the discharge of the products of combustion. It will be seen that these operations involve two reciprocations of the piston, and consequently two revolutions of the power-shaft, and these operations are repeated consecutively and continuously throughout the operation of the engine.

Should the speed of the engine exceed that required for any reason, the centrifugal governor R acts on the rocker-arm r and through the connecting-rod r' upon the stem of the valve Vo6, so as to depress the latter and close the oil-supply pipe o' until such time as the speed is sufticientlyslackened to require the admission of more fuel to the ignition-chamber N. y

In order to insure smooth running of the crank and cylinder, lubricating-oil is introduced into the lower part of the crank-chamber C, so that the crank dips therein and distributes the oil freely. In order to still further insure the ample lubrication of the piston E, the casing c' is formed with an annular recess s, (closed by the outer end of the piston during the latter part of its stroke), which is fed with oil from the lubricating-cup S or other suitable source of supply.

The valve o5 acts as a check-Valve to prevent back pressure when the explosion takes place in the igniter N.

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

l. In an oil-engine, the combination with the cylinder, piston and ignition-chamber, of means for automaticallyadmitting an expansion medium into the cylinder and compress- -ing it in the ignition-chamber, and means for at once and completely injecting the fuel into the compressed expansion medium and igniting the same just prior to the completion of the compression stroke of the pistou, whereby the full value of Ithe charge is utilized at the beginning of the outward or workin g stroke of the piston and the disadvantages of a prolonged injection of the fuel avoided, substantially as described. t

2. In an oil-engine, the combination, with the ignition-chamber N, cylinderD, piston E, pitmen F, crank-shaft A, and crank A', of the counter-shaft a, geared to make one revolution to two of the power-shaft and provided with the cams I-I, I, I', and Q, for operating the exhaust and air valves, and the oil-pu mp, together with said exhaust and air valves and with the oil-pump and connections, the whole arranged and operating substantially in the manner and for the purpose described.

FEODOR C. HIRSCH. Witnesses:

GEQWM. MIATT, D. W. GARDNER.