US663091A

US663091A - Gas-engine.

Info

Publication number: US663091A
Application number: US70783099A
Authority: US
Inventors: Albert D Garretson
Original assignee: GARRETSON ENGINE Co
Current assignee: GARRETSON ENGINE Co
Priority date: 1899-03-06
Filing date: 1899-03-06
Publication date: 1900-12-04
Anticipated expiration: 1917-12-04

Description

No. 663,09I. Patented Dec. 4. i900.

A. n. eAnnETsoN. GASEHG'INE. l -mpputim'juea nu.' e, 1899.)

(No Modul.)v 2 Shestg-Sheet I.

' It V\ l' n v l No; 653,091. Patented Dec. 4, |900.

A A.,u. GAnETson.

GAS ENGINE;

(Appucnicix med nu. e, 1899.) (No M'ndel.) 2 Sheets-Sheet 2.

THE Nouns Pains no4. PHo'To-Ln'na. wAsHmLToN, p, c

NIT-ED STATES PATENT OFFICE.

ALBERT D. GARRETSON, OF BUFFALO, NEW YORK, ASSTGNOR TO THE GARRETSON ENGINE COMPANY, OF SAME PLACE.

SPECIFICATION forming part of Letters Patent No. 663,091, dated December 4, 190.

Application led March 6, 1899. Serial No. '707,830- (No model.)

footZZ whom it may concern:

Be it known that I, ALBERT D. GARRETSON, a citizen of the United States, residing at Buffalo, in the county of Erie and State of New York, have invented'new and useful Improvements in Gas-Engines, of which the following is a specification.

This invention relates `to that class of gas or explosive engines in which the piston is propelled with a working stroke during every other forward movement of the piston, and more particularly to an engine of this character in which quadruple cylinders are employed and a working stroke of one of the pistons takes place during every backward and forward movement of the several pistons.

The object of this invention is to provide an engine of this character in which the valve mechanism consists of a small number of parts and the igniter is operated directly from the valve mechanism, thereby simplifying the construction and the cost of the engine and also permitting of easily assembling and adjusting the parts. j

In the accompanying drawings, consisting of two sheets, Figure l is a vertical longitudinal section of my improvedigas-engine,taken centrally through the valves. Fig. 2 is a horizontal section of the same, taken through the valves and cylinders. Figs. '3 and L are vertical transverse sections taken in lines 3 3 and 4 4, Fig. 2, respectively. Fig. 5 is an end elevation of theengne. Fig. 6 is a detached inside view of one of the multiple heads which cover the adjacent ends of a pair of cylinders and a valve-chest.

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

A represents the bed or base, and B B B2 B3 represent four working cylinders which are preferably formed integrally with the base. These cylinders are arranged horizontally in two pairs on opposite sides of the base, the cylinders of each pair being parallel and axially in line with the cylinders of the other pair. Each of the cylinders is preferably of the trunk pattern, being open at its inner end and closed at its outer end by a head C.

D D D2D3 represent four pistons arranged, respectively, in the cylinders B B B2 B3 and each provided with an inwardly-extending pitman d.

E represents a main shaft journaled trans# versely in bearings arranged on the base be'- tween the two pairs of cylinders and provided with cranks c e, which project diametrically in opposite directions. These cranks are connected with the inner ends of the pitmen, each crank being connected with the two pitmen of the pistons moving in two cylinders which are in line and on opposite sides of the base.

The valve mechanism which controls the fuel-supply to and the exhaust from the outer or working end of the cylinders is so organized that the piston in each cylinder reciprocates four times during each cycle of operations. Duringthe first inward or forward stroke of each piston a charge of fuel is drawn into the cylinder, which charge is compressed by .the subsequent outward or backward stroke of the piston. During the next forward stroke of the piston the charge of fuel is exploded, so that the piston is propelled during this movement with a working stroke. During the following backward stroke of the piston the products of combustion are exhausted from the cylinder preparatory to v drawing in a fresh charge of fuel. y

The valve mechanism whereby the fuel-su pply and the exhaust of the several cylinders is controlled is constructed as follows:

F F represent two valvechests,one of which is arranged above and between each pair of cylinders on one side of the base. Each of `the valve-chests consists of a fixed section or body f, which is cast integrally with the adjacent cylinders, and a removable section or head f', which is secured to the outer end of the body.

G represents a conical-valve seat arranged in the central portion of the valve-chest body, its axis being parallel with the cylinders and its small end being arranged at the inner end of the seat.

g g are two ports or passages which extend from the conical side of the valve-seat to the working ends of the adjacent pair of cylinders.

H is an exhaust-chamber arranged in the valve-chest body at the inner end of its valve- IOO r with the valves.

seat and provided with an exhaust-passage h, with which the exhaust-pipe connects.

I is a fuel-chamber formed on the inner side of the head of the valve-chest at the outer end of the valve-seat.` This cham ber communicates at its lower end with a fuel-passage z', which is formed in the lower portion of the valve-chest body and connects with a fuelsupply pipe. The joint between the valvechest body and its head and the joints between the cylinders and their heads are in line, so that they can be planed at one ,operation, and the heads of each pair of cylinders and the head of the companion valve-chest are cast in one piece, thereby simplifying the construction of the engine and reducing the cost of manufacturing the same.

K K represent conical rotary valves whereby the fuel-supply and the exhaust of the several cylinders are controlled. One of these valves is arranged in each of the valve-seats and is provided with a fuel-port Z and an exhaust-port Z'. These ports are formed lengthwise in the periphery of the valve, and the fuel-port extends to the outer or large endof the valve, so as to communicate with the fuelchamber, while the exhaust-port extends inwardly to the inner end of the valve, so as to communicate with the exhaust-chamber. Each of these valves is provided at its inner end with a driving spindle or stem m, which extends through an opening in the inner side of the valve-chest, and each valve is heldin position against its seat by an adj usting-screw fn, bearing against the outer end of .the valve and arranged in a screw-thread opening in the adjacent head of the valve-chest.

O represents a valve-shaft whereby both valves are driven and which is arranged parallel with the cylinders and axially in line This shaft extends with its central portion over the main shaft between the cranks thereof and with its ends between both pairs of cylinders. The valve-shaft is journaled in bearings o' o', arranged on the base on opposite sides of the crank-shaft, and

`its ends are coupled with the spindles of the eeaorn the several ports open into diderent quarters of the circular valve-seats. As shown in Figs.

3 and 4, the ports of the cylinders B2B3open into the lower side of the companion valveseat and the ports of the cylinders B Bl open into the upper side of the companion valveseat. The fuel and exhaust ports of each valve are separated a distance equalto onequarter of the circumference of the valve, leaving three-quarters of the periphery of the valve solid. The ports of the valves are arranged reversely, the exhaustport of one valve being arranged in line with the fuelport of the other valve. l

During theroperation of the engine each valve makes one rotation for every two forward and two backward strokes of a piston. During the iirst forward stroke of the piston the valve while makingits first. quarter-turn registers with a cylinder-port to permit the piston therein to draw a charge of` fuel into the cylinder. The solid part of the valve then holds the cylinder-port shut while the valve makes two quarters of a turn, during which time the piston moves backward and compresses the charge of fuel, and then is moved forwardby the explosion of the charge. During 'the last quarter of a turn of the valve its exhaust-port registers with the cylinder-port and permits the spent gases to be discharged by the coincident backward movement of the piston.

When the engine is running normallyand the parts are in the position shown in the drawings,`a charge of fuel is about to explode in the cylinder B and move the piston therein forward with a working stroke, thereby turning the main shaft in the direction of the arrow and compressing a charge of fuel in the cylinder B', drawing a charge of fuel into the cylinder B2 and discharging the spent gases of the previously-ignited charge ofV fuel from the cylinder B3. During the next stroke of the severalpistons the valves are shifted, so that the products of combustion escape from cylinder B, the compressed charge of fuel in cylinder B is exploded and propels the piston therein forward with a working stroke, the charge of fuel in cylinder B2 is compressed, and a charge of fuel is drawn into cylinder B3. Du-ring the next stroke the compressed charge is exploded in cylinder B2 and moves the piston therein forward with a working stroke, and the same operation takes place in cylinder B5 during the next stroke. It will ITO spindleand rigidly secured to thesplndle by a set-screw p and provided with an internal longitudinal key way or groove p', which recei'ves a key or spline p2 on the valve-shaft. The valve-shaft is rotated once during every two revolutions of the main shaft by intermeshing spiral gear-wheels q qf, which are secured,`respectively, to the main shaft and the valve-shaft.

The four cylinder-ports g taken together have their inner-or inlet ends arranged equidistant around the axis of the valves, so that thus be seen that during every stroke one of the four pistons is being propelled by an exploding charge of fuel, and the operations of drawing in a charge of fresh fuel, compressing a charge of fuel, exploding a charge of fuel, and exhausting a charge of spent fuel are taking place simultaneously in the several cylinders.

The igniting mechanism whereby the lcharges of compressed fuel in the cylinders are ignited at the beginning of the working strokes of the pistons isconstructed as follows:

R S represent a pair of electric contacts which are arranged in the working end of each cylinder and which are included in an electric circuit, so that upon separating the contacts a spark is produced for igniting the charge of fuel in the cylinder. The contacts R are stationary, and each is arranged in an insulated plug r, which is secured in the side of a cylinder-head. The contact S is movable toward and from the contact R and secured in an outwardly-projecting position to the inner end of a short rock-shaft s. The latter is.journaled in a screw-plug s in the cylinderhead and preferably arranged with its axis in line with that of the cylinder. Each rockshaft s is provided outside of the cylinder withv a rock-arm s2, Vwhich projects inwardly or in a direction opposite to that of the movable contact. The rock-shaft is turned for moving the movable contact away from thev stationary contact by a spring 33, this movement being limited by a stop s4.

T T' T2 represent rotary trip-arms whereby the rock-shafts are turned for engaging the electric contacts. Each of the valves is provided with a dri ving-spindle if, which extends axially through the adjusling-screwn driving-spindle of the valve K is provided at its outer end with the single trip-arm T2, and the driving-spindle of the valve K is provided with the double trip-arms T T', which latter are arranged on diametrically opposite sides of their driving-spindles and at right angles to Ithe single trip-arm T2.

U represents -an electric generator havingl one of its poles connected with the stationary contacts and its other `pole connected with any suitable part of the engine, which is in metallic connection with the movable contacts S. The relative position of the triparms is such that they will engage with the several rock-arms s2 of the rock-shafts for producing a spark in the several cylinders at the proper time.

In the position of the parts shown in Figs. 2 and 5 -the trip-arm T is in engagement with the rock-arm of the rock-shaft which carries the movable contact in cylinder B and has turned the same, so as to engage the movable contact thereof with its companion stationary contact. As the trip-arm T clears the adjacent rock-arm s2, the latter is released, and is then quickly turned in the opposite direction by its spring, thereby moving the movable contact away from the opposing stationary contact and producing a sparkfor igniting the fuel in the respective cylinder. During the next quarter-turn of the valves the trip-arm T' engages with the rock-arm s2, which moves the contact S in cylinder B' into engagement with its companion contact R preparatory to separating them by their spring and producing a spark in this cylinder. During the next quarter-turn of the valves the trip-arm T2 engages with the rockarm s2, connected with the movable contact in cylinder B2 preparatory to producing a The spark in thelatter. During the next quarterturn of the valves the tri p-arm T2 engages with the rock-arm s2, connected with the mov- ,able contact in cylinder B2 and in like manner produces a spark in the sanne. It will thus be seen that the movable contacts of one pair of cylinders are operated by one triparm successively and that the cont-acts of the other pair of cylinders are operated by two separate trip-arms. The double trip-arms T T and their coperating rock-arms s2 are arranged out of line, as shown in Fig. 2, so as to confine the operation of each of these trip-arms to its companion rock-arm S2.

By operating the contacts directly from the valves the contacts can be very easily and conveniently adjusted, so as to produce the sparks at the Yproper time.

I claim as my inventionl. The combination with four cylinders arranged in two pairs,the cylinders of one pair being arranged in line with the cylinders of the other pair, thepistons arranged in the cylinders, and the crank shaft arranged transversely between the two pairs of cylinders and connected with said pistons, of two valve-chests one of which is arranged adja- 'cent to each pair of cylinders and which has a valve-seat, ports leading from the side of the seat to the working ends of the adjacent pair of cylinders, a fuel-chamber at one end. of the valve-seat and an exhaust-chamber at the opposite end of the valve-seat, rotary valves arranged in said valve-seats and each provided with a fuel-port which extends from the side of the valve to the fuel-chamber and with an exhaust-port which extends from the side of the valve to the exhaust-chamber, a valve-shaft arranged lengthwise between the two pairs of cylinders and connected at opposite ends with said valves, and gearing connecting the crank-shaft with the central part of the valve-shaft, substantially as set forth.

2. The combination with four cylinders arranged in pairs, the cylinders of one pair being axially in line with the cylinders of the other pair, the pistons arranged in the cylinders, and the crank-shaft connected with the pistons, of two valve-chests one of which is arranged adjacent to each pair of cylinders and which has a conical-valve seat, a port leading from the side of the seat to the working ends of the adjacent pair of cylinders, a fuel-chamber at one end of the valve-seat and an exhaust-chamber at the opposite end of the valve-seat, the ports of one pair of cylinders opening into the lower side of their companion valve-seat while the ports of the other pair of cylinders open into the upper side'of their companion valve-seat, conical valves arranged in the valve-seats and each provided with i'uel and exhaust ports whereby the ports of the adjacent pair of cylinders are successively placed in communication with the fuel and exhaust chambers, the ports in one Valve being arranged reversely to the ports in the other valve, and a valve-shaft IOO IOS

IIO

Connected at its ends with said valves and geared at its middle with said crank-shaft, substantially as set forth.

3. The combination with the cylinder, the

piston, the crank-shaft connected with the piston, and the rotary valve, of a pairof electric contacts arranged in the cylinder one of which is movable toward and from the other, a rock-shaft extending into the cylinder and carrying the movable Contact at its inner end and a rock-arm at its outer end, and a triparm which turns with the valve and which engages with the rock-arm for turning the rock-shaft and operating said contacts t0 produce a spark, substantially as set forth.

4. The combination With four cylinders arranged in pairs, the cylinders in one pair being axiallyin line With the cylinders in the other pair, the pistons arranged in the cylinders and the crank-shaft connected with the pistons, of two valve-chests one of Which is arranged above and betweenv each pair of cylinders, two -rotary valves one of which is arranged in each chest and controls the fuelsupply and the exhaust of the companion pail` of cylinders, a valve-shaft geared to the crank-shaft and connected with said Valves, a pair of electric contacts arranged in each cylinder and one of'which is movable toward and from the other, rock-shafts journaled in the heads of the cylinders and each carrying the movable contact of the respective cylinder at its inner end and provided at its outer end with a rock-arm, spindles secured to said valves and extending through the valvechests, a single trip-arm secured to one of said spindles and adapted to engage successively with the rock-arms of the adjacent cylinders and double trip-arms projecting in diametricallyopposite directions from the other spindle and each adapted to engage with one of ALBERT D. GARRETSON.

Witnesses:

THEO. L. PoPP, HENRY L. DECK.