US626275A - Speed-regulator for explosive-engines - Google Patents

Description

Patented lune 6, |899.

` J. F BDELIGH.

SPEED REGULATOR FOR EXEUS-IME ENGINES.

(Application filed Dau;.23 )38953) 4 Sheets --Shect l.

(No Model.)

Patented lune 6, |899.` J. FRUELICH.

SPEED REGULATOR FOBEXPLOSIVE ENGINES.

(Application filed Dec. 23, 1895.)

4 Sheets-Sheet 2.

(No Model.)

No. 626,275.. Patented lune 6, |899. J.. FRUELI-GH.

SPEED REGULATGR FDR EXPLUSIVE ENGINES.

(Application med me. 2s, 1895.)

No. 626,275. Patented lune 6, |899. J. FROELICH.

SPEED REGULATOR FOR EXPLOSIVE ENGINES. (Application led Dec. 28, 1895.) (No Model.) 4 Sheets-Sheet 4,

FIGA- we Nnnm's vzrcns co.. moraumc.. wnmmuou, n. c.

UNITED STATES il. s s

PAFENT FFIC JOHN FROELIOH, OF VATERLOO, IOVA.

SPECIFICATION forming part of Letters Patent No. 626,27 5, dated June 6, 1899.

Application filed December 23,1895. Serial No. 573,074. (No model.)

To @ZZ whom t nifty concern.-

Beit known that I, JOHN FROELICH, a citi zen of the United States, residing at lVaterloo, in the county of Black Hawk and State of Iowa, have invented a new and useful Gas- Engine, of which the following is a specification.

This invention relates to gas or explosive engines, and aims to prevent the iiooding of the engine, especially at the rst start, when a volatile hydrocarbon is used as the gas-producing agent or primary motive medium; to obviate gu mining ofthe piston, cylinder, and valves; to guard against the waste of electrical energy and the primary motive medium when the engine is running beyond a predetermined speed; to reduce the wear and tear upon the operating parts; to keep the igniting-points cool for preventing premature explosion and consequent loss of fuel and wear of engine; to provide means for charging the engine with only a predetermined amount of hydrocarbon, and, lastly, toimprove the genera-l construction of this class of motors and increase their effectiveness and usefulness.

Other objects and advantages are contemplated and will become apparent as the nature of the invention is understood; and to this end the improvement consists in certain details of construction, novel features, and combinations of parts, which hereinafter will be more fully described, illustrated, and claimed.

This improvement is susceptible of various changes in the form, proportion, and the minor details of construction without departing from the principle or sacrificing any of the advantages thereof, and to a full disclosure of the invention an adaptation thereof is shown in the accompanying drawings, in which- Figure 1 is a side elevation of the improved engine." Fig. 2 is a view similar to Fig. l, partly in section and having parts broken away. Fig. 3 is a rear end view parts being broken away. Fig. et is a front end view having a portion of the right-hand iiy-wheel broken away to show the relative disposition of the governor mechanism.

The same numerals of reference denote corresponding and like parts in all the figures of the drawings.

The bed 1 for supporting the cylinder 2 and the operating parts is cast in the usual manner and is preferably hollow, and a lever 3, extending lengthwise of the bed, is fulcrumed about midway of its ends upon a transverse rod 4, and its end portions pass through openings in the end walls of the bed.

The cylinder 2 is formed with double walls, which "inclose a space ,5, through which circulates a cooling medium in the ordinary wayV for preventing the overheating of the cylinder when the engine is in operation. This cylinder is bolted or otherwise secured to the bed 1 and is provided at its inner or rear end with a pocket G, in which operates the eduction-valve' and which is designed to 1'e ceive the residue resulting from the combustion of the explosive mixture, waste oil, and other accumulations, thereby preventing the gumming of the piston 8 and the cylinder. This pocket 6 is located at the bottom side of the cylinder and is cast therein and forms a chamber for the operation of the eduction or exhaust valve.

It is of the utmost importance that the pocket 6 be set in the lower rear end of the explosion-chamber and that it should contain the exhaust-Valve 7, as the piston on its return stroke will clear the cylinder of all of the waste product of combustion and dump it into this pocket, from which it will be carried out by the force of the exhaust at such opening of the valve. The cylinder is open at its front end, as usual in this class of motors, and its piston 8 is connected with the crank 9 of the crank-shaft 10 by means of the pitman 1l in the ordinary way. The head 12 for closing the rearv end of the cylinder is formed with a chamber 13 and an inductionpassage 14, connecting the chamber lwith the interior of the cylinder at or near the top of the explosion-chamber and directly opposite the igniting-points 69 and 7l. The reason for placing this induction-passage in this position is twofold: First, there is a tendency for the points (59 and 7l to become overheated, whereby premature explosion occurs, and by causing a strong current of cold gas to come in contact with these points they will be always kept sufficiently cool to prevent any premature explosion, and, second, after an eXplosion the waste product arising therefrom will settle in the bottom of the explosion-chamber and be carried out, as before described; but if the induction-passage be lower down in the explosive-chamber the strong current of gas drawn into the chamber will disturb this waste product and prevent it from being completely carried out through the exhaust-passage, and the result will be that the inside of the cylinder will commence to gum and stop the free action of the piston.

An induction-valve 15 is arranged to interrupt the communication between the charnber 13 and the passage 14 and opens upwardly into the passage 14 and closes against a seat located at the junction of the said passage 14 with the chamber 13. The stem 16 of the induction-valve 15 operates through the lower end of the chamber 13 and is connected at its free end with the extremity of a lever 17, fulcrumed about midway of its ends to a vertically-movable rod 18, working loosely through an arm 1i) and having an adjustable nut 20, between which and the arm 19 is confined a 'coil-spring 21, the latter exerting a downward pressure on the -said rod 18. The opposite end of the lever 17 is pivotally connected to the plate 22, which is mounted upon the lower end of the stem 23 of the reduction-valve 7,

, 'and this plate 22 is held between jam-n nts 24,

'adjustably mounted upon the valve-stem 23, so as to admit of the connection of the lever 17 and vthe stem 23 being varied as required. 'A coil-spring 25 is mountedupon the valvestem 23 and is confined between the topmost jam-nut 24 and the lower end of the box 26, secured to the lower side of the cylinder 2, directly opposite the pocket 6, and the purpose of this spring 25 is to hold the cductionvalve 7 upon its seat, which is formed at the upper end vof the box 2G, although it may be secured to either the bed or cylinder, if found more convenient. The rear end of the lever 3 is connected with the valve-stem 23 and is held between the lowermost jam-nut 24 and a companion nut 27, mounted upon the stem 23 below the lever 3.

The carbureter 2S is open at its lower end, and has connection at its upper end with the chamber 13 by means of-a short length of pipe over the 'screens 30.

29, and comprises a series of screens 30, upon which the volatile hydrocarbon is dissemi-` nated, so as vto be taken up by the air on its passage through the carbureter to the engine. A pipe 31 leads into the carbureter and has a small opening 32 for the discharge of the' hydrocarbon, and a spreader o5 is located `directly opposite the opening 32 to dil'tuse the hydrocarbon in the carbureter and spread it The pipe 31 communicates with a suitable fount or reservoir of oil and is provided inV its 'length with apump a bracket 36 and i's limited inV its upward movement by a set-screw 37, let into the other arm of the said bracket, and by properly positioning the set-screw 37 the stroke of the pump and the consequent charge of oil to be delivered to the carbureter are regulated. An L-shaped arm 38 is secured to the extremity of the lever 3, and its horizontal portion receives the pump-rod 35, which is capable ot' operating loosely therethrough. Beneath the horizontal vpart of the arm 3S there is inserted in the pump-rod 35 a pin 39, against which the arm 38 impinges and operates the pump-rod in its downward stroke. A coilspring 40 encircles the pump-rod 35 and is confined between the horizontal portion ofthe arm 38 and a pin 41. Thus it will be seen that provision is had for the full upward movement of the lever 3, even though the pump-rod 35impinges ragainst the lower end of the set-screw 37, because when the limit ot` the upward movement of the pump-rod is reached .the outer end of the lever 3 can move upward, serving only to compress the spring 40, as will be readily understood.

The crank-shaft 10 is supplied with iiywheels 42,which are sulicientlyheavy to cause the engine to run steady and uniform and in which sufiicient power is stored for performing efiicientwork and at the same. time returning the piston to an initial position to receive the force attendant upon the explosion of the gaseous mixture in the rear end or exy plosion-chamber of the cylinder.

A collar 43 is loosely mounted upon one end of the crank-shaft 10, and weighted arms 44, fulcrumed to a plate 45, rotatable with the adjacent fly-wheel, have connection with the collar 43 and are adapted vrto move the latter on the crank-shaft so'as to cut the engine oit from its supply or source ot motive power and at the same time prevent the closing ot the igniter-circuit and the operation ofthe valves when the engine is running beyond a predetermined speed. A coil-spring 46 connects the outer ends of the weighted arms 44 and serves to return them vto a normal vposition when the engine is not running. Alever 47, of convenient construction and disposition, has connection at its upper end with the collar 43 and is fulcrumed between its ends to a bracket 4S, attached to the bed 1, and its lower end is connected with a rod 49, extending horizontally and having its inner end threaded and supplied with an adjusting-nut 50, by means of which the speed ot the engine, in conjunction with the weighted arms 44, iscontrolled. A coiled spring 51 is mounted upon the rod 49, and its terminalsl abut against a stop 52 and a vibrating arm 53, the rod 49 passing loosely through the part 53 and controlling the movements thereof. A lateral extension 54 is provided at one side of the vibrating arm 53 and is adapted to engage over a corresponding portion of the lever 3 to hold the latter at the limit of its downward movement and out of action when the engine has IOO IIO

acquired an abnormal speed. Under normal conditions the vibrating arm 53 is held out of the path of the lever 3, so as not to interfere with its movements, an d as the relative position of the vibrating arm can be varied by moving the adjusting-nut 50 it is obvious that the speed of the engine can be controlled by a proper adjustment of-the said nut 50.

A shaft 55 is journaled to the bed and extends parallel with the crank-shaft lO and is provided at one end with a gear-wheel 5G, which meshes with a pinion 57, secured upon the crank-shaft l0, and a cam 58, secured upon the shaft 55, engaging with a roller 59, journaled to a side of the lever 3, vibrates the latter upon the rod 4, thereby serving to operate the parts depending for their movement upon the lever An electric-circuitclosing device is conveniently located and is shown disposed at one side of the bed and comprises two electric spring-terminals 60 and 6l, mounted upon a bracket 62, secured to the bed of the machine. The spring-terminal 60 is electrically insulated from the machine and is provided with a binding-post G3, to which the wire G4 is attached for conveying the current from one pole of a battery or electric generator (55. The/spring-terminal Gl is in electrical communication with the engine and is attached at its outer or front end to an arm 6G, projecting laterally from the front end of the lever 3. A disk or plate 67 is attached to that end of the shaft 55 opposite to the gear-wheel 56 and is provided with a roller 63, which is adapted to engage with the spring-terminal 60 and bring the same into electrical contact with the springterminal Gl and close the circuit, so that at the proper time the spark is produced to effect an explosion of the gaseous mixture and impel the piston forward in the cylinder. In the event of the engine acquiring an abnormal speed the governor or the weighted arms -ii will fly outward at their weighted ends and through the connections herein described move the arm 53 so that when the front end of the lever 3 is depressed by the cam 58 the said arm 53 will engage with the lever 3 and hold it depressed at its front end and out of the path of the cam 5S, so that the engine can run without actuating the lever 3. As the front end of the lever is depressed it carries the front portion of the spring-terminal 6l along with it, so that a downward movement of the spring-terminal GO under the action of the roller (58 will not effect a closing of the circuit. Hence there is no wastefof electrical energy during the interval occupied by the machine in slowing down and acquiring its normal speed. At such times when the speed of the engine exceeds the required number of revolutions per minute the front end of the lever 3 is held depressed and its rear end correspondingly elevated. Hence the eductionvalve 7 is maintained in open relation, the pump remains inactive, and the compression of the spring 2l reacts and exerts a downward pressure upon the stem 16, holding the induction-valve 15 firmly on its seat. Thus it will be seen that the cylinder is not supplied with any motive medium, and the eduction-valve being open the piston can reciprocate freely in the cylinder without creating a vacuum or exerting any tendency to unseat the induction-valve.

A pin 69 projects into the upper rear end of the cylinder and terminates in line with the ind uction-passage 14: for the purposes hereinbefore stated and is connected byawire 70 with the other pole of the battery or electric generator G5 and is electrically insulated from thecylinder and engine. A post 7l extends parallel with the pin 69 and is adapted to turn in abearing in the cylinder and is held in a normal position by a coil-spring 72, which is secured at its opposite ends to the post 7l and a fixed part of the engine, so that upon turning the post 7l the spring 72 willbe subjected to tension, and upon releasing the post 7l the spring 72, regaining itself, will return the post to its initial position. A circuit-closer is attached to the lower end of the post 7l and comprises two arms 73 and 74, whichare disposed at approximately right angles to each other, the arm 74: projecting rearwardly and engaging with the pin 69 and the arm 73 curving to conform to the wall of the cylinder and adapted to be struck by an adjustable stop 75, provided on the inner or rear face of the piston 8.

The operation of the engine is as follows: To start the engine, the pump-rod 35 is operated by hand till the screens are vfilled with the proper amount of hydrocarbon for charging the engine, any surplus hydrocarbon dropping through the lower open end of the carbureter, thereby preventing any Iiooding of the engine at the start, which is often done in this class of engines. The crank-shaft is then partially turned by applying force to one or the other of the fly-wheels, and the piston is caused to move from the rear end of the cylinder toward the front thereof and creates a vacuum, which will cause the induction-valve to open and admit the explosive mixture from the carbureter through the induction-passage 14 against the igniting-points 69 and 74 in the cylinder. It will be observed that I take advantage of the fact that when liquids are changed to a gaseous state heat is absorbed,` and by placing the igniting-points of the parts 69 and 7l at the inner end of the ind notion-passage i4 the current of iniiowing gas will come directly in contact with these points and always keep them cool, thereby preventing anypremature explosion and consequent waste of fuel. On the return of the piston the induction-valve will close andthe explosive mixture within the cylinder will be compressed, andas the piston reaches the limit of its return stroke the stop 75 thereof will engage with the arm 73 of the circuit-closer and cause the arm 74 to leave the pin G9, and thereby produce an electric spark, which will IOO IIO

explode. the mixture and drive the piston. forward. Onthe return stroke of the-piston the 1ever3 will be operated sol as-tofopenthe eduction-valve, Vthereby providing forthe escape of the confined ,gases and residue or im.- purities left after the explosion, and thus keeping the explosion-chamber clean and prestop 37, atswhich time thel pump is charged with a measured quantity of oil. It the lever 3 hasfnot completed its; stroke, then itxmay continue by simply compressing; the yspring'v 40, and onthe descentof therear lendiof thelever 3 the pump-rod will be depressed and", force the measured quantity of oil `into thefcarbureter, where it :will be diffused over the screens 30 to betakeny up by the Vair pass' ingz therethrough .onits'way to the cylinder. If from any cause the speed of ztheengine be accelerated and exceed-,a predetermined num'- ber. of revolutions,`.tl1e governorzwill operate thesloose collar and lever 47, throwingthefvibrating piece 53 into thepathfofthedever 3, I

which-will always; keep opent the eductionvalve, stop the pump, and shutzoi thie elec-- tric current, thereby preventinganI unnecessary waste of, energy, andfmaterial land relieving the=actuating.mechanisnrfromundue f wear;Y If desired :to change-thefspeed of the engine-while it is inv motion, it is simply nec- 1 essaryto turn the `thumb-screw 50.

Havingthus described the invention, what is claimed asnewis- 1; In an eXplosiveen`ginemeans; for supr l forcefpump havin-g a protrudingplu nger-rod,

limiti-ngits 1u pward movement, a'lever for op:-

eratinggsaid` pump both in; its upward fand downwardmovements, and-a springconfined aroundy the rod .and :betweena stop.y thereon f plyinggameasured quantity ofthe volatile;

hydrocarbon, to the engine,; consisting of a .anc adjustable stop set -to venL fagegsaidrod-vfor l and .the-lever, wherebythelever is permitted i to=nish-itsupward stroke after having-.forced saidA rod to they required distance, substan-Y tialfly in thev manner setiforthr for-thefpurpose i;

described.-

with? the cylinder, and. a-carbureter. commu'- nicatingwith the cylinder, of a pump for.

2. Inan explosiveengine, the combination .y

charging` the carbureter with; a hydrocarbon in measured. quantities, anaactuatingV-lever operatively connected withLthe pumprrod, a

frod, andan adjustable stopset toengagewith the pump-rod forregulatingthestroke offthe pumpsubstantially in the manner set forth for 'the purpose described.

3. In an explosive-engine, the combination .of a cylinder, ahead closing the rear end of the cyiinderand formed with a chamber and a communicating'passage, an induction-valve normally closing the said passage, a carbureter having connection with the said passage and provided with abank of screens, an oil-pump having a pipe extending within the carbureter among the screens thereof and having a. discharge-opening, a spreader located opposite the discharge-opening for diffusing the oil over the screens, and a lever for simultaneously operatingthe oil-pump and theinduction-val ve, substantially as set forth. 4. In an explosive-engine, the combination .wit-hf t-he cylinderl having inlet and outlet ,;portsand induction and eduction'valves normally. closingthe respective ports, of .a lever fulcrumed between its ends upon a yielding or springractuated support and havingits op- .posite ends connected with the stems of the A.respective induction and eduction valves, a second lever operatively connected with the stem of thefed'uction-valve, and actuating -mechanismfor the said lever, substantially as `set-forth. .1 5. In=an explosive-engine,the'combination of acylinder, eduction and induction valves lclosing openingsA leading thereto, a lever fulcrumed 'between its ends upon; a` yielding or spring-,actuated support and having its oppositeends connected Withthe stems of the eduction and induction valves, a springnormallyrexerting a .pressure on the ste'm of the reduction-valve to maintain the latter in closed .gre1ation, a leveroperatively connected with .thestemof the-eduction-valvaand actuating mechanismfor the last-.mentioned lever, subl stantiall-y asand for the purpose set forth.

6. 4In anexplosive-engine, the combination pf=a-cy1inder,a carbureter, an induction-valve foncontrollin-g the communication between fthe cylinder and carbureter, an eduction- -ivalve, a1levermounted between its ends upon a yielding support-and hav-ing its ends connectedwith the stems of the induction and eduction valves, an operatin g-lever connected iwithsthestemzofA the eduction-valve, a pump iforrcharging the carbureter -with a measured quantity ofxhydrocarbon and having connectionf with; the aforesaidv operating-lever, and lactuating mechanismfor the operating-lever, .substantially as set forth.

'7.v Infan explosive-engine, the combination with-the cylinder, the i gnitin g and power-supplying provisions, of an operating-lever, a jmOVableKarm, a governorymechanismfor operating theimovable arm to project it across thetpath of the said operating-lever to hold Atheflatter. out of working position at such .times whenthe engine is running beyond a given-speed, a-lever fulcrumcd between its Iendsyand having connection at oneend with thegovernor'mechanism, a rod having piv- IOO IIO

otal connection with the opposite end of the lever and operating loosely through the movable arm, a spring mounted upon the rod and bearin g against one side of the said movable arm, and astop carried bythe rod and adapted to engage With the opposite side of the said arm, substantiallyas set forth for the purpose described.

8. In combination, a cylinder, a carbureter connected with the cylinder, a pump for charging the carbureter With a measured quantity of hydrocarbon, induction and eduction valves, a lever mounted between its ends upon a yielding support and having its ends connected with the stems of the induction and ed uction valves, an operating-lever connected With the stem of the eduction valve and adapted to operate the pump, a movable arm, a governor mechanism for projecting the movable arm Within the path of the operatinglever, a rod having connection with the governor mechanism and passing loosely through the movable arm, a spring mounted upon the rod and adapted to bear against one side of the movable arm, and an adj ustablc stop mounted upon the said rod and acting in opposition to the spring and adapted to engage with the opposite side of the movable arm, substantially as and for the purpose set forth.

9. In an explosive-engine, the combination of the cylinder, means for supplying an eX- plosive mixture thereto, induction and eduction valves, an operating-lever, a Vibrating arm, a governor mechanism, a rod having connection with the governor mechanism and passing loosely through the vibrating arm, a spring mounted upon the said rod and bearing against one Side of the vibrating arm, and an adjustable stop mounted upon the aforesaid rod and bearin g against the opposite side of the vibrating arm, and acting in opposition to the spring, substantially as and for the purpose set forth.

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

JOHN FROELlCI-l.

Vitnesses:

THos. F. MAGUIRE, FRANK ANDERSON.

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