US636451A

US636451A - Gas-engine.

Info

Publication number: US636451A
Application number: US67119398A
Authority: US
Inventors: John W Raymond
Original assignee: STANDARD AUTOMATIC GAS ENGINE Co
Current assignee: STANDARD AUTOMATIC GAS ENGINE Co
Priority date: 1898-02-21
Filing date: 1898-02-21
Publication date: 1899-11-07
Anticipated expiration: 1916-11-07

Description

P D. N o M Y A R w .Im

GAS ENGINE. (Appiication med Feb. 21, 189e.)

2 Sheets-Sheet l,

(No Model.)

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No. 636,45I. Patented Nv. 7, |899.

J. W. RAYMOND.

GAS ENGINE.

(Appli'cation med Feb. 21, 1898.) (No Model.) 2 sheets-Skiset 2.

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Xf/MOM( INVENTOR- ATTO RN EY S.

'Y UNYTED A iSTATES ATENT lfrrrcn.

JOHN W. RAYMOND, OF BUFFALO, NEV YORK, ASSIGNOR, BY MESNE AS- SIGNMENTS, TO TH STANDARD AUTOMATIC GAS ENGINE COMPANY,

OF OIL OITY, PENNSYLVANIA.

GAS-ENGINE.

SPECIFICATION forming part of Letters vPatent No. 636,451, dated November 7, 1899. Application inea February 21, 1898. serial No. 671.193. oro man.)

To @ZZ whom it may concern.- y

Be it known that I, JOHN W. RAYMOND, a citizen of the United States, residing at Buffalo,in the county of Erie,inthe State of New York, have invented a new and useful Improvement in Gas-Engines, of which the following is a specification.

The principal object of thisinvention is to improve the construction of the valve mechanism for gas-engines, so that thesame is not aected by the pressure ofthe exploding gas, thereby causing the valve to be operated easily and reducing the Wear upon the same.

Myinvention has the further object to improve the valve mechanism in other respects.

In the accompanyingdrawings, consisting of two sheets, Figure 1 is a top plan View of' my improved gas-engine with the' cylinders and valve-chests in section. Fig. 2 is a fragmen tary longitudinal section showing a modiiication ofthe means for driving the distributing-valve.l Fig. Sis a horizontal longitudinal section, on an enlarged scale, of the valve mechanism. Figs. 4 and are transverse sections in lines 4c 4 and 5, Fig'. 3, respectively. Fig. 6 is a fragmentary transverse section showing the means for driving a distributingvalve. p Fig. 7 is a detached longitudinal section of one of the distributing-valves. Fig. 8 is a perspective view of one of thevalvedrivingsleeves. Fig. 9 is a transversesectional elevation, on an enlarged scale, of the igniter and the head supporting the same, in line`9 9, Fig. 3. Fig. Y10 is a longitudinal section in line 10 10, Fig. 9. K-

Like letters of reference refer to like parts in the several iigures.

A represents the-engine-bed; B, the crankshaft journaled transversely in bearings on the rear portion of the bed 5 `b, the balancewheels mounted O11 the shaft; C, the reciprocating cross-head, and c the pitman connecting the cross-head with the crank c' of the shaft B.

D D' represent two working cylinders which are arranged tandem or one behind the other on the bed and which have their opposing or EEare two pistons arranged, respectively, in 'the cylinders D D', and F F F2 represent the front, intermediate, and rear sections of a piston-rod which connects the pistons With the cross-head. The front piston-section eX- tends forwardly from the front piston through opposite end is -provided with a flexible outlet-pipe fi.

' J J represent a pair of Valve-chambers which are arranged lengthwise on the outer side of the front cylinder with their inner ends facing each other,while their outer ends are connected, respectively, by transverse passages jj' with the front and rear ends of the front cylinder.

J 2 J 3are a pair of valve-chambers which are arranged lengthwise onthe outer side of the rear cylinder with their inner ends facing each other, wl1ile their outer ends are connected, respectively, by passages js with the front and rear ends of the rear cylinder in the same manner as the front Vpair of Valve-chambers is connected with the front cylinder.

K is a cylindrical valve-seat formed in each valve-chamber, the seats of the several chambers being arranged in line and parallel with the working cylinders D D'. A fuel-port lo and an exhaust-port 7c' open into the cylindrical valve-seat of each valve-chamber, preferably on the side adjacent to the Working cylinder, and these ports are separated from center to center about one-quarter of the circle of the bore of the valve-seat, as shown in Fig. et.

L represents rotary cylindrical distributing-valves, one of which is arranged in the cylindrical valve-seat of each valve-chamber. Each of these valves is open at both ends, as shown in Fig. 7, one end facing the inner end of the valve-chamber, While its other end faces the space which communicates with the adjacent end of one of the cylinders. The valve is provided in its side with a port Z, which is adapted to register successively with the fuel and exhaust ports upon rot-ating the valve for placing the respective end of the cylinder in communication with the fuel-supply or the exhaust. The valve is constantly pressed toward the fuel and exhaust ports for the purpose of taking up wear and preventingleakage by means of a curved presser plate or block l', which is arranged in a recess l2 in the bore of the valve-seat opposite the ports. The presser block is yieldingly pressed against the valve by one or more springs Z3, arranged in a cap Z4, which is screwed into the outer side of the valve-chamber and bearing with one end against the bottom of the cap and with its other end against a presser-rod Z5, which is guided in the valve-chamber and bears against said presser-block, as shown in Fig. et.

M represents driving sleeves or plugs whereby the valves are turnedand one of which is arranged loosely in the inner end of each valve and bears against an internal shoulder m on the valve. This driving-sleeve is provided with an outwardly-projecting driving lug or finger m, which fits into the inner end of the port in the valve, so as to bear against opposite sides of the port, as shown in Figs. 3 and 6. The driving-sleeve is journaled in a bushing n, which is secured in the inner end of the valve-chamber, and the sleeve is provided with a conical convex shoulder m2, which bears against a conical concave shoulder n on the opposing side of the bushing.

o represents an axial supporting or presser rod whereby the driving-sleeve is pressed firmly against the bushing to prevent leakage between the same. This rod is arranged in the rotary valve and seated with its inner end in a socket o' in the inner end of the driving-sleeve and is connected therewith by a key or slide 02, so as to compel the supporting-rod to turn with the driving-sleeve. The outer portion of the supporting-rod passes through an opening o3, formed in the head o4, which closes the outer end of the valve-chamber, and its outer end is arranged in a tubular case 05, having a screw connection with said head. The supporting-rod is pressed against the driving-sleeve by a spring o6, which is arranged in a cap o7, having a screw connection in the outer end of the ease o and which bears with one end against the bottom of the cap and with its other end against a follower 08, bearing against the outer end of the presser-rod. The driving-sleeves project beyond the inner ends of the valve-chambers, and the sleeves of each pair of valves face each other and are held axially in line by a retaining-rod o, which is arranged with its ends in the bores of both sleeves.

P P represent two gear-wheels whereby the two pairs of driving-'sleeves are turned and each of which is mounted 011 the projecting ends of one pair of driving-sleeves and is connected therewith by a spline or key p, which compels the sleeves to turn with the respective gear-wheel, but permits the same to adjust themselves lengthwise independent of the gear-wheel. The latter bears with the ends of its hub againstthe opposing inner ends of the adjacent valve-chambers and is thereby confined against axial movement.

P isalongitudinal shaft which is journaled in bearings on the bed and on the valvechambers and which is rotated by a bevel gear-pinion p, secured to the crank-shaft and meshing with a bevel gear-Wheel p2, arranged on the rear end of the longitudinal shaft. Motion is transmitted from the longitudinal shaft to the drivin g-sleeves by gearpinionsps, arranged on the longitudinal shaft and meshing with the gear-Wheels P P. The driving mechanism of the several distributing-valves is so timed that the valves make one complete rotation during every two rotations of the crank-shaft.

'Vhen either one of the pistons moves in the direction for producing asuction in that end of the cylinder from Which it is moving, the distributing-valve is turned with its port into register with the f nel-supply port, whereby the suction of the piston draws a charge of fuel into the cylinder behind the piston, and at the end of the movement of the piston in this direction the valve has been turned one-quarter of a rotation and its port is carried past the fuel-port. During the subsequent return movement of the piston the charge of fuel is compressed, during which time the valve turns another quarter of a rotation, with its port facing the solid portion of the bore of the valve-seat. At the end of the compression -stroke of the piston the charge of fuel is ignited and the piston is propelled forward again with a Workin g stroke in a direction opposite to the compressionstroke, during which time the valve makes another quarter ofl a rotation, with its port still closed by the bore of the valve-seat. During the subsequent return movement of the piston the valve makes another quarter of a turn and carries its port over the exhaustport, whereby the spent gases are permitted to escape through the exhaust. At the end of the exhaust-stroke of the piston the valve turns, so that its port is out of register with the exhaust, and preparatory to beginning the next forward suction-stroke of the piston the port of the valve begins to move over the fuel-port. The valve-chamber and the interior of the valve are constantly in communication with the working cylinder and form part ofthe explosion-space when the gas is ignited. Owing to the absence of heads at both ends of the cylindrical valve no en'd IOO press-ure is exerted against the valve, thereby balancing the valve and preventing the same from being shifted lengthwise in its seat by the pressure of the explosion. The ports of the several valves are arranged on different quarters of the complete turn of the valves, each port being preferably arranged one-quarter of a turn in advance of the next valve. By this arrangement of the valveports fuel is drawn into one end of one cylinder by one of the pistons, fuel is compressed in the opposite end of the same cylinder by the same piston, fuel is exploded in one of the other cylinders and the other piston is driven forward, and burned gases are discharged from the opposite end of the last-mentioned cylinder by the last-mentionedv piston, these operations being performed simultaneously during the movement of the pistons together in either direction, so that each stroke of the combined pistons is effective and each one of the four steps of the cycle of operations is going on at the same time.

As the movement of the pistons by the explosion in one cylinder end is always resisted by the compression of the fuel in another'cyllinder end, the hammering or pounding on the joints between the connecting-rod'or pitman and the crank and cross-head is avoided, because the movement of the pistons is always cushioned.

Instead of coupling two driving sleeves or plugs with the same driving gear-wheel P each plug may be provided with a separate driving gear-wheel P2, as shown in Fig. 2. In this construction the reduced outer portion of the driving-plug passes through the driving gear-wheel7 and its shoulder m2 is pressed outwardlyagainstv the shouldern of the bushingn bya spring 104, surrounding the drivingplug and bearing with its inner end against the outer side of the driving gearwheel, which abuts against the bushing, and with its outer end against a collar p5 on the drivingplug. In this construction the rotary rod o serves only to drive the igniter, and its outer end, which projects through the 'adjacent head ofthe valve-chamber, is inclosed by a The igniters, which explode the charge of fuel in the several ends of the cylinders and the valve-chambers, are each constructed as follows:

Q, Figs. 3 and 5, represents rotary electric contacts, one of which is arranged in the outer end of each of the valve-chambers and formed on an adjustingsleeve q. This sleeve is mounted on the outer portion of the adjacent supporting-rod o and preferably consists of an inner section q and an outer section q2, which sections are connected by an interlocking lug g3 and recess arranged on the opposing ends of the sections, as shown in Fig. 3. The inner section of the adjusting-sleeve is provided with a conical inner end vwhich beais vagainst a conical shoulder Q4 on the su pporting-rod.

R, Figs. 3, 5, and 10, represents rocking 'l electric contacts, one of which is arranged in the path of each of the rotary contacts and which is secured to the inner end of a rocking spindle r. This spindle is journaled in a bushing r', which passes outwardly through the adjacent supporting-head o4, and is provided with a conical shoulder r2 at its inner end, which bears against a corresponding shoulder on the inner end of the bushing.

r3 r3 are two rock-arms which are secured to the outer end of the rock-spindle and which project in diametrically opposite directions.

r4 r4 are two supporting-arms which' are secured to the outer end of the bushing in line with and behind the rock-arms r3. The bushing r is insulated from the supporting-head o4 by an insulating sleeve or spool T5 and secured therein by a shoulder r, arranged on the inner end of the bushing and bearing against the inner end of the insulating-sleeve, and a clampingscrew-nut r?, arranged on the externally-screw-threaded outer end of the bushing and bearing against the hub of the supporting-arms r4 r4.

frs rs represent two oblique springs, each of which is connected at its inner end with one of the rock-arms r3 and at its outer end with the adjacent supporting-arm r4.

S represents an electric generator having one of its poles connected with any suitable part of the engine which is in metallic connection with the rotary contacts, while its other pole is connected with a-metallic part of the rocking contacts. During each rotation of the rotary contact the latter engages with. the rocking contact and deflects the same out of its normal position, and when the rotary contact leaves the rocking contact the latter is restored to its normal position by the springs TS, and a spark is formed which ignites the charge of fuel.

' The rotary contactsl in the several valvechambers are set on the supporting-rods o at different quarters of the rotation of the valves, each igniter being adj usted to prod uce a spark when the gas in its respective valve-chamber and-cylinder has been compressed.

When it is desired to adjust the rotary contact on the supporting-rod, the rotary contact is turned until the latter is in its proper position by applying a wrench to the flat-sided outer end of the outer sleeve-section q2. This means of adjusting the igniter enables the adjustment to be eected from the outside of the valve-chamber wit-hout disturbing the latter.

The springs o( for holding the drivingsleeves M against their bushings, the springs Z3 for holding the presser blocks or plates Z' IOO IIO

against the valves, and the springs rs of the.

they are not affected by the heat of the engine and are accessible for adjustment and repairs.

l claim as my invention- '1. The combination with the cylinder' and the piston, of a valve-chamber connected with the cylinder and provided with a cylindrical valve-seat and with fuel and exhaust ports extending through the bore of said seat, and a rotary cylindrical valve having its opposite ends open and provided in its cylindrical side portion with a single lateral port which is adapted to register alternately with said fuel and exhaust ports, substantially as set forth.

2. The combination with the cylinder and the piston, of a valve-chamber connected with the cylinder and provided with a cylindrical seat, fuel and exhaust ports opening into one side of the seat and a recess formed in the opposite side of the seat, a cylindrical valve arranged in the valve-seat and provided with a port adapted to register alternately with the fuel and exhaust ports, a pressure-plate arranged in said recess, and a spring whereby the pressure-plate is pressed against the valve for holding the latter firmly against the fuel and exhaust ports, substantially as set forth.

3. The combination with the cylinder and the piston, of a valve-chamber connected with the cylinder and provided with a cylindrical valve-seat and with fuel and exhaust ports opening into one side of the valve-seat, a rotary cylindrical valve arranged in said seat and provided with a port adapted to register with the fuel and exhaust ports, a curved presser-plate bearing against the periphery of the valve and arranged in a recess in the side of the valve-seat opposite the fuel and exhaust ports, a follower-rod guided in `the valve-chamber and bearing with its inner end against the presser-plate, a screw-cap engaging with the outer side of the valve-chamber and inclosing the outer end of the followerrod, and a spring arranged in said cap and bearing with its ends against the bottom of the cap and the outer end of the follower-rod, substantially as set forth.

4. The combination with the cylinder and the piston, of a valve-chamber connected with the cylinder and provided with a cylindrical valve-seat and with fuel and exhaust ports extending through said seat, of an open-ended cylindrical valve rotating in said seat and provided with a port adapted to register with the fuel and exhaust ports, and a rotary driving-sleeve provided with a nger or projection which engages with the port of the valve, substantially as set forth.

5. The combination with the cylinder and the piston, of a valve-chamber connected with the cylinder and provided with a cylindrical valve-seat and with fuel and exhaust ports, a cylindrical valve rotating in said seat and provided with a port adapted to register with the fuel and exhaust ports, a rotary driving sleeve or plug connected with said valve and provided with a shoulder, and a spring whereby the shoulder of the sleeve or plug is i pressed against the support of the sleeve or plug, substantially as set forth.

6. The combination with the cylinder and the piston, of a valve-chamber connected with the cylinder and provided with a cylindrical valve-seat and with fuel and exhaust ports extending through said seat, an open-ended cylindrical valve rotating in said seat and provided with a port adapted to register with the fuel and exhaust ports, a rotary driving-sleeve provided with a finger or projection which engages with the port of the valve and with a shoulder bearing against a support on the valvechamber,and a spring whereby the driv` ing-sleeve is pressed with its shoulder against said support, substantially as set forth.

7. The combination with the cylinder and the piston, of a valve-chamber connected with the cylinder and provided with a cylindrical valve-seat and with fuel and exhaust ports extending through said seat,of an open-ended cylindrical valve rotating in said seat and provided with a port adapted to register with the fuel and exhaust ports, a bushing arranged in the valve-chamber, a rotary driving-sleeve journaled in said bushing and provided With a shoulder bearing against the inner end of the bushing and with a finger engaging with the port of the valve, a spring whereby the driving-sleeve is pressed with its shoulder outwardly against said bushing, and a driving-wheel keyed to the outer end of the driving-sleeve so that the sleeve is permitted to slide in the wheel but is compelled to turn therewith, substantially as set forth.

8. The combination with the cylinder and the piston, of a valve-chamber connected with the cylinder and provided with a cylindrical valve-seat and with fuel and exhaust ports extending through the valve-seat, a cylindrical valve rotatingin said seat and provided with a port adapted to register with the fuel and exhaust ports, a driving-sleeve journaled in a support in one end of the valve-chamber and coupled with the valve, a shoulder arranged on the driving-sleeve and bearing against a shoulder on said support, a supporting-rod bearing with its inner end against the driving-sleeve and passing with its ou ter portion through the opposite end of the valvechamber, and a spring bearing against the outer end of the su pporting-rod,substantially as set forth.

9. The combination with the cylinder and the piston, of two valve-chambers arranged inline and connected respectively with opposite ends of the cylinder, each of said chambers being provided with a cylindrical valveseat and with fuel and exhaust ports extending through the valveseat,a cylindrical valve rotating in each seat and provided with a port adapted to register with the respective fuel and exhaust ports, a driving-sleeve journaled in the inner end of each valve-chamber and coupled with the respective valve, a coupling-rod arranged with its opposite ends in IGO IIO

the driving-sleeves of both valves, and a driving-Wheel mounted on the outwardly-projecting portions of both driving-sleeves and keyed thereto so that the sleeves are compelled to turn With the Wheel but are free to adjust themselves lengthwise therein, substantially as set forth. v

l0. The combination with the Valve-chamber and the rotary fuel-valve, of a drivingsleeve coupled with the fuel-valve and journaled in one end of the chamber, a supporting-sleeve passing through the opposite end of the Valve-chamber, a supporting-rod connected at one end with the driving-sleeve and passing With its other end through the supportings1eeve,an electric contact arranged on the supporting-sleeve Within the Valve-chamber and adapted to engage With another electric contact, a shoulder arranged on the supporting-rod and bearing against the inner end of the supporting-sleeve, and a screw-nut arranged on the supporting-rod outside of the valve-chamber and bearing against the outer end of the supporting-sleeve, substantially as set forth.

Witness my hand this 14th day of February, 1898.

JOHN W. RAYMOND.