US668626A

US668626A - Hot-air power or pumping engine.

Info

Publication number: US668626A
Application number: US67357898A
Authority: US
Inventors: Carl G Cronwall
Original assignee: Individual
Current assignee: Individual
Priority date: 1898-03-12
Filing date: 1898-03-12
Publication date: 1901-02-26
Anticipated expiration: 1918-02-26

Description

un. 668,626. Pmmd'reb. 2a, 19m.

- f c: a.' caen-WALL. HOT AIR POWER 0R PUMPING ENGlE'.

(Application tiled un'. I2, 189B.;

THE- Normls Eriks co.. wHoTa-Lliw.. wAsHlNufoN, D. x;

UNITED STATES PATENT OFFICE.

CARL G. CRONWALL, OIF CHICAGO, ILLINOIS.

HOT-AIR'POWER OR PUMPING ENGINE.

SPECIFICATION forming part of Letters Patent N o. 668,626, dated February 26, 1901.

Application filed March 12, 1898. Serial No. 673,678. (No model.)

To @ZZ whom it may concern:

Be it known that I, CARL G. CRONWALL, a subject of the King of Sweden and Norway, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in a Hot-Air Power or Pumping Engine, of which the following is a specification.

This invention relates to improvements in that class of air-engines in which a displacerpiston is reciprocated and the air alternately heated and cooled; and it consists in certain peculiarities of the construction, novel arrangement, and operation of the various parts thereof, as will be hereinafter more fully set forth and specifically claimed.

The objects of my invention are to simplify yet so construct the engine that greater power will be afforded than has heretofore been attained by engines of a similar type and also to enable parts of the engine to be made of lighter or thinner material,and thereby facilitate the heating and cooling of the air with in the air-cylinder.

Other objects and advantages will appear in the description hereinafter contained.

In order to enable others skilled in the art to which my invention pertains to make and use the same, I will new proceed to describe it, referring to the accompanying drawings, in which- Figure l isa central vertical sectional view of my engine, showing the parts thereof in the position they will occupy whenready for use. Fig. 2 is a similar view taken on line 2 2 of Fig. l looking in the direction indicated by the arrows and showing the water-jacket and displacer-piston with the rods for operating the latter. Fig. 3 is a perspective view of the crank-shaftodetached; and Fig. 4 is a cross-sectional view, taken on line 4 4; of Fig. 1, of the air-cylinder and displacer-piston, viewing themv from the bottom.A

Similar letters refer to like parts throughout the different views -of the drawings.

A represents the supporting-frame, upon which the air-cylinder B is mounted and to which the fire-box C and fire-pot or heater C are secured. Surrounding the air-cylinder B is a water-jacket B', which is provided in its lower and upper portions with pipes b and b for the supply and discharge of water.

The fire-pot or heater C' is preferably made of thin sheet-copper, and to reinforce or strengthen the same I vmay locate on itsinterior a steel or other metallic band c, which is preferably spiral in shape, as shown 'in Fig. l of the drawings. The fire-box C surrounds the fire-pot or heater C and extends some distance therebelow to receive and retain the heat from the fire, which may be produced by means of `gas, oil, or other suitable fuel located beneath the firepot. On the upper part of the air-cylinder and water-jacket and on each side thereof is located an upright standard d, in which the crank-shaft E is journaled. This shaft is provided at about its middle with a crank c, to which is secured one end of the pitrnan c', whose other end is secured to the lower portion of the powerpiston F, which is located and operates in the upper portion of the air-cylinder and is provided with suitable packing f to prevent the escape of air.

On one end of the crank-shaft E is mounted a balance-wheel E', and on the other end of `said shaft is fixed at an angle to the crank e a crank c2, of greater length than the firstnamed crank and having pivotally secured to its free endapitman-rod g, which is similarly connected at its lower end to an arm g, iXed Y to the lower end of a vertically-movable rod g2, which passes through suitable stuffingboxes g3 in a lateral offset O in the casing of the water-jacket or air-cylinder. Secured at one of its ends to the rod g2 and extendinghorizontally through a vertical slot g5 in the airecylinder and out into said odset O is a rod g4, which is secured to the upper portion of the displac'er-piston G, 'located and operating in the air-cylinder. Said offset O has a faceplate O' bolted or otherwise secured to its outer side and which can `be removed when it is desired to adjust the point of connection between the horizontal and vertical rods g4 and g3 or to repair or replace any of the working parts. Hence it is not necessary to disarrange the mechanism or remove anything but the face-plate for this purpose.

In the drawings I havel shown the upper end of the displacer-piston, which is closed, as being formed with a transverse depression h and with the rod g4, secured in said depression, and I prefer to so form the piston IOO and so secure the rod for the reason that such an arrangement will allow the upper end of the displacer-piston and the lower end of the power-piston to come nearer together.

The displacer-piston, as shown in Figs. l and 4 of the drawings, is somewhat smaller than the interior of the air-cylinder and is provided on its exterior and near its upper portion with vertical ribs 7L', which will rest against the interior of the air-cylinder and keep the displacer-piston in proper position therein, besides affording space between the exterior wall of the displacer-piston and the inner wall of the air-cylinder for the passage of air, as well as diminishing the friction of the contacting surfaces. The displacer-pistou G is made of thin material and is provided in its upper portion with a port or opening h2 for the passage of air.

In Fig. l of the drawings I have shown my engine with a construction for the purpose of operating a pump which I may sometimes employ and which consists of a gear-wheel I, journaled on a suitable support and having a crank-pin or roller 1T, located within a yoke I, secured to a piston-rod L, which operates a piston within the pump-cylinder M and has near its upper end a bearing Z, secured on a suitable arm or brace (not shown) for its snpport. The gear-wheel I meshes with a pinion N, secured to the crank-shaft E, and when it is rotated it is evident that the gear-wheel I will be revolved, which operation will cause the piston-rod L to be reciprocated through the medium of the crank-pin or roller t' and the yoke I', with which it engages.

Instead of using the construction just above described for operating the pump it is evident that a belt may be applied to a wheel or pulley located on the crank-shaft and power transmitted therethrough for operating various kinds of machinery.

The operation of my engine is asfollows: The air within the air-cylinder is expanded by the application of heat to the nre-pot and is contracted by the cooling effect of the water within the water-jacket, which operation causes the power-piston and displacer-piston to be reciprocated within the air-cylinder very much in the usual manner of hotair engines, thus shifting the airand causing it to be alternately heated or cooled or eX- panded and contracted. The displacer-piston being provided with an opening or port h2 in its upper portion, it is evident that as the said piston ascends by reason of the expansion of the air in the lower portion of the air-cylinder some of the cold air between the two pistons will be free to pass into the always-hot displacer-piston, there to become heated, thus causing said pistou to act as an air-reservoir and allowing it to be made 0f thinner material than would otherwise be required on account of the uniform or nearly uniform pressure of air within and without the said piston. It is further apparent that as the crank e2 is on the crank-shaft E at an angle to the crank e and is longer than the last-named crank greater power will be attained by reason of the longer stroke and greater body of air employed and that when in about the position shown in Fig. l of the drawings the lower end of the power-piston F and the upper end of the displacer-piston G will be in close proximity to each other, thus causing nearly all of the air to be forced to the lower portion of the air-cylinder to be heated and expanded.

Having thus fully described my invention, what I claim as new, and desire to secure by Letters Patent, is*

l. In an air-engine, the combination of an air-cylinder, with a hollow displacer-pistou located therein and having its top and bottom closed and an opening or port in its upper portion for the free passage of air, and a power-piston located in the upper portion of the air-cylinder, substantially as described.

2. In an air-engine, the combination with the air-cylinder, and a reciprocating powerpiston therein; of a displacerpiston also therein, its end next the power-piston being fiat except for a transverse depression, a rod secured therein and projecting laterally through a vertical slot in said cylinder, a reciprocating rod mounted in guides and attached to said lateral rod, and means for moving the reciprocating rod, as and for the purpose set forth.

3. In an air-engine, the combination with the air-cylinder having a Vertical slot near its lower end, a lateral offset in the casing covering said slot and having a removable faceplate, and a power-piston reciprocating within the cylinder above said slot; of a displacer-piston within the cylinder beneath the power-piston, a rod extending from the displacer-piston horizontally out through said slot, a vertical rod guided in stuffing-boxes in the top and bottom of the offset, connections between the horizontal and vertical rods, and means fordriving the latter from a point entirely exterior to the cylinder and offset, as and for the purpose set forth.

CARL G. CRONWALL. Witnesses:

CHAs. C. TILLMAN, E. A. DUGGAN.

IIO