US657140A - Explosive-gas engine. - Google Patents

Description

No. 65H40. Patented Sept. 4, |900. G. W. STARR & J. H. COGSWELL.

EXPLDSIVE GAS ENGINE.

(Application filed Dec. 23, 1899.)

4 Sheets-Sheet l.

(No Model.)

Witwen-oo No. 65H40. Patented Sept. 4, |900. y

G. W. STARR & J. H. COGSWELL.

EXPLOSIVE GAS ENGINE.

(Application filed Dec. 23, 1899.)

(No Model.) 4 Sheets-Shoal 2.

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Q @an V W WW@ i J No.'657,|40. Patented Sept. 4, |900.

G. W. STARR & J. H. COGSWELL EXPLUSIVE GASENGINE.

(Application filed Dec. 23, 1899.)- (No Model.) 4 Sheets-Sheet 3.

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No. 657,!40. Patented Supt. 4, |900. G. W. STARR & J. H. CDGSWELL.

EXPLUSIVE GAS ENGINE.

(Application led Dec. 23, 1899.)

4 Sheets-Sheei 4.

(No Model.)

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@fw-Lime wasy 'rrnn STATES PATENT OFFICE.

GEORGE IVATSON STARR AND JOHN HENRY COGSWELL, OF HAVANA,

ILLINOIS.

ExPLosivE-GAS ENGIN.

SPECIFICATIGN forming part of Letters Patent No. 657,140, dated September 4, IS; 4

Application filed December 23,1899. Serial No. '741,376Y (No model.) i Y T rtl/f vwhom t Netty concern:

Be itl known that we, GEORGE VATSON STARR and JOHN HENRY CoGsWELL, citizens of the United States, residing at Havana, in the county of Mason and State of Illinois, have invented certain new and useful Improvements in Explosive-Gas Engines; and we do declare the followingto be a full, clear, and exact description of the invention, such as willenable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to the characters ofreference marked thereon, which form a part of this specification.

This invention relates to new and useful improvements in explosive-gas engines; and

. in carrying out the present invention it is our purpose to generally improve upon the engines of this character upon which we have been granted Letters Patent Nos. 585,127 and 611,3ll and to produce means whereby the loss of gasolene from evaporation during the working strokes of the engine is reduced to a minimum.

The invention relates, further, to the pro vision of means whereby when the revolutions of the engine are above normal the induction-valve is automatically held seated and the exhaust-valve prevented from seating, the various parts, however, assuming their operative positions when the speed of the engine resumes its normal ruiming condition.

More specitically, the invention consists in lproviding an ii'lduction-valve having a hollow stem which is designed to prevent the unnecessary evaporation of the gasolene as it issues from the supply-pipe by cutting oit the contact of the air with the gasolene when the induction-valve is seated and the provision of a pivoted free-ended lever which' at one end engages the stern of the induction-valve, while its opposite end is tilted by an anglelever carrying a pivoted pawl acting as a stop in cooperating with a collar on theexhauststemgvliereby the exhaust-valve may be held from seating and the induction-valve seated when the revolutions of the engine are above normal.

To these ends and to such others as the invention may pertain, the same consists, further, in the novel construction,combination, and adaptation of parts,as will be hereinafter more fully described and then specically defined in the appended claims.

Our invention is clearly illustrated in the accompanying drawings,which, with the charactors of reference marked thereon, form a part of this application, and in which drawings similar characters of reference indicate like parts throughout the several Views, in which- Figure lisa side elevation of our improved explosive-gas engine. Fig. 2 is a verticalsectional View through the induction-valve and gasolene-feedin g chamber, parts being shown in side elevation. Fig. 3 is a vertical sectional view through the induction-valve,stem, and chamber and feeding-pipes and supplytank. Fig. t is a sectional view transversely through the stern of the exhaust valve,

showing the insulated conducting members.

Fig. 5 is an end elevation of the cylinder, showing the wedge-shaped member which is operated by the governor. Fig. 6 is a vertical sectional view centrally and longitudinally through the cylinder, showing the electrodes and the manner of separating same to produce the igniting-spark as the piston is driven to its outward throw. Fig. 7 is a detail View of the mu'liier. Fig. 8 is a detail View showing a pump used in connection with the engine. Fig. 9 is a detail View of the tilting arm which is actuated by a governor of the engine.

Reference now being had to the 'details of the drawings by letter, A designates' the cylinder in which the piston B reciprocates, the stem of said piston being connected to a crank on the main operating-shaft C. Adjacent to and communicating with said cylinder through the perforations d is the combustion-chamber D. Connected to the combustion-chamber is the shell or casing E, through which the vaporized gasolene passes into the combustion-chamber. In the drawings said shell or casing is shown as having screw-threaded connection with the combustion-chamber; but the connection may be made in any other suitable manner. Working vertically in said shell is the induction- ICO valve F, having a beveled edge, which is designed to be seated on the inclined wall e of the shell. In order to guide said valve in its vertical movements, projections F' extend down from the under face of said valve and bear against the inner walls of the shell or casing E. Secured to the valve F is a stem F2, which is transversely apertured, as at f, said aperture being somewhat elongated, as shown, and having its `lower marginal wall double-beveled. The portion of the stem below said aperture is hollow, as at f', and the lower end of the stem has its wall beveled, as at f2, ,and rests normally on the collar G, which surrounds-the upper end of the aperture G', centrally and vertically disposed in the lower end of the shell or casing E. At right angles to the shell E and having screwthreaded connections therewith is the valvechamber H, which is centrally and longitudinally apertured, as at h, and having a lateral opening, in which the lower threaded end of the gasolene-overlow pipe H' is fitted, and the bore of said overflow gasolene-pipe communicates with the duct h in chamber I-I. The gasolene-supply-regulating valve I has threaded connection with the threads in the duct h, and its inner end is tapering and is adapted to be seated against a tapering portion of the wall of said clearly in the drawings. The stem of said supply-regulating valve passes through a suitable threaded cap l' and at its outer end is provided with the wheel I2, having the indieating-pointer la, the free end of which is adjacent to the registered dial I4, whereby the amount of gasolene being fed may be determined.

The supply-tank J has connection with the duct in the chamber H through the pipe J', and supply-pipe J 2, Fig. l, communicates between said supply-tank J and the main reservoir or tank J3, suitable check-valves j' being disposed in said pipe J2 on either side of the pump K. This pump has a stem which is connectedby means of a rod tothe eccentric mounted on the main operating-shaft, whereby the supply of gasolene is drawn from the main supply-tank to the tank J, the overflow passing through the pipes J 5 back to the reservoir J3, suitable vent-pipes J4 being connected to and having communication with the return-pipes.

Leading from an aperture J 7, near the lower end of the shell E, is a return-pipe which conveys the superlluous gasolene that overflows the top of the pipe H' and which is not vaporized and carried into the combustionchamber. Opening laterally into the interior of the shell E is an aperture E2, Fig. 3, said aperture being preferably opposite the upper end of thel overow-pipe H', so that the inrushin g air as the induction-valve rises vwill come in contact with the gasolene and, vaporizing same,carry it into the combustion- 'chamberl It will be noted that the lower end of the hollow stem F2 is normally seated on duct h, as shown the upper edge of the collar G, so that the surrounding air will not come into contact with the gasolene excepting when the induction-valve rises. Any gasolene which may overflow the pipe I-I when said hollow valvestem is seated over the upper end of the collar G will pass down the outer wall of the overlow-pipe and escape through the aperture J7 and pipes J5 and return to the supplyreservoir. Mounted in suitable bearings in the wall of said shell E is a lever L, having a vpivotal movement in its bearings, one end of this lever being disposed in the aperture f in the stem F2, whereby as said lever is tilted the throw of the induction-valve may be regulated. 'The outer end of the lever L is disposed in the path of one arm M of the anglelever M', which latter is pivoted, as at m, to the casting on which the engine is mounted.

Mounted so as to reciprocate horizontally in an extension D' of the combustion-chamber is the stem N, which carries at one end the exhaust-valve N', which is designed to be seated, as at N2, on an inclined portion of the inner wall of the combustion-chamber. A duct N8 leads'from the combustion-chamber to the outside atmosphere, and secured over the outlet end ot' said duct is preferably a muffler N4, Fig. 7, 'havin g a series of perforations in its circumference whereby the noise from the exhaust may be deadened. If desired, this muffler may be dispensed with and pipes connected to the exhaust-port for conveying the burned products outside of a building if the engine is ruu within an inclosure.

Mounted on the stem N of the exhaustvalve is a collar O, which is securely fastened thereto by set-screw or other means, having its upper and lower edges fiat, and the rear face, or the face ot the collar toward the cornbustion-chamber, abuts against a shoulder on the stem N. On the opposite face of said collar is a notch O', and underneath said collar and adjacent thereto is the free end of the pawl P, which latter is pivoted to the upright arm M2 of the lever M. Integral with the casting forming a part of the frame of the enginesupport are the two cylindrical members Q and R. The former member Q, which is horizontally disposed, contains a plunger Q', the head of which is held in cont-act with the edge of the upright arm M2 of lever M' by means of a coiled spring Q2. Mounted in the vertical cylindrical member R is a plunger R', over the top of which a cap R2 is carried, which cap is held adjacent to or in contact with the under edge of the pawl P. The lower end of the plunger R' rests on the upper edge of the wedge-shaped governor-actuated member S. (Shown in cross-section in Fig. 2 as passing through an aperture in the cylindrical member R and in elevation in Fig. 5 ofthe drawings.) An adjusting-screw 'm' is mounted in an aperture in the arm M2, and its inner end is designed to bear against the cylindrical member R, and as said screw ITO is turned in or out the throw of the lever M is regulated, which in turn will limit the throw ofthe induction-valve through the medium of the arm M and lever L.

Secured to the extended portion of the combustion-chamber is a bar D2, which serves to prevent the collar O and stem from rotating.

Mounted on the stem N are the two conductor-plates T, Fig. 4L, which are held t0- gether with bolts T', a suitable insulation T2 being interposed between said plates andthe stem N, and T4 is a metallic conducting-rod carried by one of said bolts, and its free end bears against an insulated angled arm U, which is mounted on a screw U', a suitable insulation U2 being interposed between said arm and the screw U'. This screw U is carried by a projecting portion U of the casting" Laterally extending from the of the frame. arm U is a projection ed, against which the free end ofthe rod T4 engages, as shown clearly in Fig. 4 of the drawings.

The eccentric-rod WV, which is connected to the eccentric XV', mounted on the main shaft, is pivoted to a pin W2, carried by a sliding block W2, designed to reciprocate inthe box W4, and in the recessed end of the eccentricrod is carried one end of the circuit-breaking spring or flexible rod V5, said rod being held in place by means of a set-screw W6. From the construction illustrated in the drawings it will be noted that the forward end of the eccentric-rod has a slight tilting movement on the pivot W2, as the eccentric-rod reciprocates by the rotating of the eccentric, so that as said eccentric-rod is thrown to its outward limit the free end of the circuit-breaking rod will be raised to its highest limit and will lower and rest upon the angled end of the insulated arm U to complete the circuit immediately before the charge of gas in the cylinder is compressed and in readiness to be ignited. After the explosion takes place in the cylinder and as the eccentric-rod is driven in the opposite direction the end of the circuitbreaking rod slips olf the angled end of the insulated arm and the circuit is broken. It will thus be seen that only at the moment when it is desired to utilize the current of electricity is the circuit complete.

Connected to the end of the cylinder is a threaded shell V, which contains a bushing or thimble V', and having screw-threaded connection with the shell Vis a threaded cap X, and slidingly held in said bushing or thimble is an elect-rode V2, one end of said electrode passing into the cap X and provided with jam-nuts X. Interposed between the outer of the two jam-nuts and the end of the shell X is a com pression-spring X2, which serves to throw the electrode V2 to its inward limit. Near the end of said electrode, which is disposed in the cylinder,are the laterally-extending projections V3, which serve to limit the forward throw of the electrode by their coming in contact with the second electrode Y, through which the extreme inner end of the electrode V2 passes, as shown in Fig. 6 of the drawings. This second electrode Y is held in the supporting member Y and fastened by means of a set-screw Y2. The stem of the supporting member Y passes through an aperture in the end of the cylinder, a suitable insulating material being interposed between the stem and the wall of the aperture through which said stem passes, and a binding-screw Y2 holds one end of the electric wire of a circuit.

' Mounted on the end of the piston-head B is a lug B4, the end of which is preferably scalloped or eoncaved, and the purpose of this lug is to separate the two electrodes by the contact of said lug against the end of the electrode V2 at each outward throw of the piston, whereby a spark is caused in the cylinder in which the gas has been compressed. On the return movement of the piston the electrode V2 will, under the tension of the spring X2, resume its normal position.

In order to lill the reservoir J before the engine is put into operation, after which the gasolene is pumped by the power of the'engine, we provide a hand-lever 9, whereby the pump may be actuated until the engine is in operation.

To the insulated collar T an electrical wire TX is connected, representing one pole of an electric current, while the other pole is connected to any convenient part of the engine, so that the current from the second pole will be conveyed through the circuit breaking rod W5.

The wedge-shaped governor-actuated member S, Fig. 5, is actuated by means ot' a lever S", (shown only in cross-section in the drawings,) said lever Sx being longitudinally adjustable on the stem of the wedge-shaped member by means of the threaded nuts SY. This lever is identical with the usual governor-actuated levers and is mounted to tilt on a pivot. (Not shown, but similarly as shownin our Patent No. 585,127.) There being uo novelty claimed for the features connected with this governor-regulatin g mechanism, the details of its construction are not deemed necessary to be shown.

In operation the reservoir is first filled with gasolene by means of the hand operated pump, the gasolene being drawn through the suction-pipe J2 and forced into the reservoir. As the gasolene passes over the reservoir J when the latter becomes filled, the surplus gasolene runs down through the return-pipe Jand thence back to the main supply-tank J3. When the gasolene-supply valve I is opened, gasolene will pass through the pipe J ,throu gh the duct h, and up through the overflow-pipe H, and, running over the top of said pipe H, will run down on its outside surface and any surplusage of the gasolene which is not taken up and vaporized and carried into the cylinder will run through the aperture J7 into the return-pipe J5 and back to the tank J3. As

the iiy-wheel of the engine is tu rncd by hand,

IOS

IlO

it will be readily understood that the piston is drawn forward, and by so doing a vacuum is formed in the cylinder, and as a consequence the induction-valve F is raised from its seat and the vacuum will cause the air to rush in through the opening E2 and come into contact with the overlowin g gasolene at and about the top of the pipe Il', access of the air to the gasolene being had as the lower hollow end of the stem F2 rises from the upper edge of the collar G surrounding the upper end of the overiiow pipe. As soon as the piston reaches the end of its throw the suction ceases and the valve F is seated by gravity, assisted by a spring Q8, which acts indirectly upon the stem of the induction-valve. On the return movement of the piston the gas previously drawn into the cylinder becomes compressed and as the piston approaches the end of its throw the lng B4 on the end of the piston strikes against the end of the electrode V2,and as the electrodes separate from each other a spark is produced, which ignites the charge of compressed gas. The force of the explosion drives the piston back. Immediately before 'the lug on the piston strikes the electrode to separate same from the second electrode the electric-circuit-breaking rod has been thrown forward by the eccentric-rod and presses on the angled end of the insulated arm U, completing the circuit; but after the spark has been produced and on the return 'throw of the eccentric-rod the end of the circuit-breaking rod slips ed the angled end of said arm and the current is broken, thus saving a useless waste of batteries or other source of electrical energy. As the piston reaches the outer limit of its travel the eccentric actuates the exhaust-valve by forcing the latter inward, and the burned products of the gas are allowed to escape through the port leading to the muffler or other connecting pipe. The piston being forced vback by the momentum of the fly-wheel another charge is drawn in and the operation is repeated. In the event of the speed of the engine becoming above normal when the governor-actuated wedgeshaped member is actuated the plunger R' and cap R2 are caused to be raised up, which in turn causes the pawl P to be thrown up into the path of the notched collar O as the piston is thrown to its outward limit. On the return throw of the piston the fre-e end ofsaid pawl will come into contact with the notch in the collar and prevent the exhaustvalve from seating. comes into contact with the free end of the pawl the angle lever M will be tilted on its pivot and the arm M will bear against the outer end of the lever L, which will cause the inner end of the latter to bear against the wall of the aperture in the stem of the induction-valve and hold said valve seated, thus making it impossible for any vaporized gas to be drawn intothe combustion-chamber. As the piston reciprocates in the cylinder air will be drawn in and expelled As the notched collar/ through the exhaust-port. After the speed of the engine diminishes sufficiently to cause the wedge-shaped end of the governor-actuated member to withdraw from underneath and contact with the lower end of the plunger R the cap R2 will lower and the pawl P will drop by gravity to its normal position, the exhaust-valve will be allowed to be seated, and the inrluc-tion-valvel will open as the suction is created in the cylinder. In the event of the speed becoming suilicient to raise the pawl when the collar O is directly above the free end of said pawl the coil-spring about the plunger R comes into play and allows Athe pawl to yield slightly, said pawl being thrown up in advance of the collar when the stem of the exhaust-valve is at its farthest forward throw.

" It willbe observed that as the exhaust-valve is held from its seat the contact-rod T4 occupies the position shown in dotted lines in Fig. l, which breaks the current, thus preventing a waste of the electricity during the idle strokes of the engine.

The hand-operated pump, before referred to, which is operated by hand until the engine is started and does the pumping, consists of the piston 6, (shown clearly in Fig. 8,) having pivoted to its outer end a link 7, which in turn is pivoted to one end of the rod 8, which has pivotal connection with the eccentric. Integral with said link is an arm 9, having a fork-shaped member l() at its free end, which is normally held to the rod 8 when the engine is operating the pump by means of a screw ll; but when the pump is operated by hand the screw ll is withdrawn sufficiently to allow the free end of the arm 9 to swing out, as shown in dotted lines in Fig. l, and

IOO

the arm is fulcrumed on the pivotal pin l2, A

the rod 8 remaining stationary, said arm adapted to be worked as an ordinary pumphandle. A

Having thus described our invention, what we claim to be new, and desire to secure by .Letters Patent, isc 1. In an explosive-gas engine,the induction and exhaust valves and stems thereto, an oscillating angle-lever, a pivoted pawl carried by one arm of the latter end serving, in cooperation with a collar on the exhaust-stem, as a means for preventing the exhaust-valve from seating, a tilting lever having free ends, one of which serves to hold the inductionvalve seated as the opposite end is engaged by an arm of said angle-lever, governor-actuated mechanism for raising said pawl independently of the angle-lever as the revolutions of the engine become above normal.

2. In an explosive-gas engine,theinduction and exhaust valves and stems thereto, an oscillating angle-lever, a pivoted pawl carried by one arm of the latter and serving as a stop to prevent the exhaust-valve from seating, a tilting lever having free ends, one of which serves to hold the induction-valve seated, and the gasolene-feeding duct closed as the oppo- IIO site end of said free-ended lever is actuated by an arm ofthe angle-1ever,and the governoractuated mechanism for raising said pawl independently of the angle-lever as the revolutions of the engine become above normal.

3. In an explosive-gas engine, the cylinder, combustion-chamber, operating-shaft, piston, eccentric and eccentric-rod, the exhaust valve and stem actuated by said eccentric-rod,a tilting lever having one end extending through an aperture in the stem of the induction-valve, an angle-lever pivoted to the engine, one arm of said angle-lever engaging with the tilting lever, and a pawl carried by an arm of said angle-lever for preventing the exhaust-valve from seating, and a governor-actuated niember for operating said levers, as set forth.

4. In an explosive-gas engine, the cylinder, piston combustionchamber,induction-valve, and apertured stem, a tilting lever one end of which passes through said stem, the exhaust valve and stem, a collar on the latter, an angle-lever, a pivoted pawl on one arm thereof,the other arm of the angle-lever adapted to tilt the exhaust-stem-engaging lever, the eccentric and rod connected thereto, and the governor-actuated wedge-shaped member for tilting the an glelever,whereby the inductionvalve will be held seated, and the exhaustvalve prevented from being seated.

5. In an explosive-gas engine, the cylinder, combustion-chamber, operating-shaft, eccentric and rod connected therewith, the piston, the induction-valve and apertured stem, a tilting lever having one end passing through said aperture, an angle-lever having an arm engaging with and designed to actuate said tilting lever, and a spring-actuated plunger bearing against the second arm ofthe angled lever whereby the ind notion-valve is seated, as set forth.

6. In an explosive-gas engine, the combination of the cylinder, piston, operating-shaft, eccentric and rod,connected thereto, the combustion-chamber, the induction-valve seated in a suitable shell, a stem to said valve, an exhaust valve and stem, a tilting lever one end of which passes through an aperture in the stem of' the induction-valve, an angled lever pivoted to the engine, a spring-actuated plunger bearing against an arm of said angled lever, a set-screw carried by the latter, and a stationary member against which said screw bears to limit the throw of the induction-valve, as set forth.

7. In combination with the cylinder, the piston, operatingshaft, eccentric and rod con nected thereto, the combustion-chamber, the induction-valve and stem, the tilting lever mounted in the casing surrounding the induction-valve and stem, one end of said lever engaging in an aperture of said stern, the pivoted angle-lever, one arm of which engages the outer end of said tilting lever, the spring-actuated plunger bearing against one arm of the angled lever, the pawl pivoted to one end of the angle-lever,the spring-actuated plunger and wedge-shaped governor-actuated member on which the latter rests, the cap bearing against said pawl, the exhaust valve and stem, the collar having iiattened upper and lower edges and notched to receive the free end of said pawl, as shown and described. S. In combination With the cylinder and combustion-chamber, the exhaust valve and stem, the flattenededged collar abutting againstashoulder on said stem, the induction valve and stem, the angled lever and tilting lever, the pawl, the spring-actuated cap, and plunger and governor-actuated wedge-shaped member, and the guide-bar secured to the wall of the combustion-chamber, and extending over said collar, as shown and described.

9. In an explosive-gas engine, the combination with the cylinder, combustion-chamber and exhaust-valve, and means for operating same, the induction valve having a stem which is hollow at its lower end, a supply pipe over which the lower end of said hollow stem is adapted to be seated, and means for holding said stem with its lower end seated over the supply-pipe, and the exhaust-valve from seating when the engine runs above a normal speed, as set forth.

l0. In combination with the cylinder, the combustion-chamber, the exhaust-valve, the induction-valve and hollow and apertured stem, the gasolene-supply pipe over which the lower hollow end of the stem is adapted to be seated, a pivoted lever passing through the aperture in said stem, and means for tilting said lever, to hold the lower end of the hollow valve-stem seated over the gasolene-inlet, and the induction-valve seated, while the exhaust-valve is held from seating as the speed of the engine rises above normal, as set forth.

In testimony whereof We affix our signatures in presence of two witnesses.

GEORGE VATSON STARR. JOHN HENRY GOGSVVELL.

Witnesses:

DOUGLAS WRIGHT, EMMA WRIGHT.

IOD

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