US706916A - Fuel-valve for gas-engines. - Google Patents

Description

No. 706,9l6. Patented Aug. l2, |902.

J. B. FENNEB. FUEL vALvE Fu GAS ENGINES.

(Application led Oct. 26, 1901.) (No Model.) 2 Shets-Sheef n Noms Pneus ouA PHQIQILUHQ, WASH No Patented Aug. l2, i902.

` up. 706,9l6.

J. BIFENNER.

v FUEL VALVE FOR GAS ENGINES.

(Application med occ. 2e, i901.)

2 Sheets-Sheet 2.

UNITED "l STATES g PATENT OFFICE( JESS B. FENNR, OF BUFFALO, NEW YORK, ASSIGNOR TO THE J. RUGER MANUFACTURING COMPANY, OF BUFFALO, N EXV YORK.

FUEL-VALVE FOR GAS-ENGINES.

SPECIFICATION forming part of Letters Patent No. 706,916, dated August 1e, 1902.

Original application filed March 2l, 1900, Serial No. 9,536. Divided and this application filed October 26, 1901. Serial No. 80,034.. (No model.)

have invented new and usefnl'lmprovenients in Fuel-Valves for Gas-Engines, of which the following is a specification. Y

This invention relates to fuel-valves for gasengines, and has the object to provide animro proved valve for this purpose wherebythe supply of fuel to the cylinderis automatically varied according to the speed of the engine for securinguniform working of the same.

engines 'liled by myself March 2l, 1900, No. i) 536.

In the accompanying drawings, consisting of two sheets, Figure l is a vertical longi-` zo tudinal section of a gas-engine embodyingmy improvements, taken in line 1 l, Fig. 2. Fig. 2 is a horizontal section of the same, taken centrally through the cylinder and crankshaft. Fig. 3 is a fragmentary transverse z5 section of the fuel-valve, taken in line 3 3, Fig. 2. Figs. 4 andl are vertical sections in lines L 4: and 5,5, Fig; 3. Fig. 6 is a sectional elevation, on an enlarged scale, of the gearing whereby the main or lcylinder valve is oper- 3o ated. Fig. 701s a cross-section of the saine in line 7 7, Fig. 6. Like letters of reference refer to like parts in the several figures.'

In the drawings my improved valve mechanism is shown applied to an engine of the four-cycle type, in which a working stroke of the piston is produced during every alternate forward movement of the same; but the application of this invent-ion is not limited to 4o this style of engine.

A represents the base ofthe engine; B, the cylinder, which is open at itsrear end and which is closed at its frontend rby a valve head or chest h; O, the piston, arranged in the cylinder; D, the crank-shaft, journaled in hearings on the base;` d,' the pitxnan, connecting thepiston with the crankof said shaft, and F. the balance-wheels, mounted on opposite ends of the crank-shaft. p

F represents a valve chamber which is 5o formed in the valve-chest and which. communicates on its inner side with the f'ront end of the cylinder by a Vmain port or opening j' and on its lower side with` an exhaust-chainber G bya main exhaust port or opening g.

g' represents a number ofr auxiliary exhaust-ports, which connect the rear end of the cylinder with the exhaust-chamber and which ,are uncovered by the piston at the end of the stroke of the piston.

6o I-l represents an outwardly-opening eX- haust-valve, which is held by aspring against This application is a subdivision of an ap- I5 plication for patent for improvements in gas-pv a seat formed around the outer end of the main exhaust-portg.

I represents a main or cylinder valve, which moves toward and from a seat around the inner end of the main port and whereby the admission of fuel into the cylinder and the exhaust from the cylinder are controlled. This valve is provided with a valve-sternl t', which 7o projects forwardly through a guide vl' on the valve-chest and which is moved outwardly against its seat by a spring i2, bearing with its ends against shoulders on said guideand valve-stem. p l 7 5 J represents ahorizontalrock-lever, ywhich bears with itsl inner arm against the stem of the main valve for opening the same. This lever may be actuated from the crank-shaft by any suitable gearing which will rock the 8o leverV J and open and closethe main valve I once during every two rotations of the crankshaft. The mechanism for this purpose shown in the drawings is substantially the same as that shownin LettersPatent No. 634,207', granted to me October 3,1899, and is constructed" as follows: L'represents an eccentric composed of two disks mounted on the crank-shaft, but capable of ,turnin g independent thereof. M is an eccentric-strap 9o Surrounding the 'eccentric-disks and connected with the outer arm of the valve-lever J by a slide K, guided on the main frame.

`m m' represent a pair of connected gear-pinions,which are pivoted on' the eccentric- 95 disks and which mesh, respectively, with an internal gear-rim mcn the eccentric-strap and a'gear-wheel m3 onthe'crank-shaft. The

relation of thesegears is such that the eccentric is turned once during every two turns of the crank-shaft in the manner described fully in the Letters Patent referred to.

N represents an air chamber which is formed partly in the'valve-chest and partly in the side of the cylinder and which is connected with an air inlet or pipe n.

O represents the case of a fuel-valve whereby the ad missionof air and gas into the cylinder is controlled. This case is of cylindrical form and arranged in a cylindrical opening or socket which is formed transversely in the side of the valve-chest and which extends from the outer side of the valve-chest into the valve-chamber, Awhereby the valve-case extends across the air-chamber. The valve-case Y is secured to the chest by screws o', passing through ears on the outer end of the Valvecase, and the latter is provided with a circumferential row of openings or ports o2 in itsv side, which register with the surrounding airchamber. r

p represents a gas inlet or port', which extends laterally through the outer'part of the valve-case, as shown in Figs. 2 and 5, and which is connected vwith a supply'of gas, gasolene, or similar motive agent. Y Q represents a cylindrical rock-valve fitting in the fuel-valve case and provided with a circumferential row of air-portsq, which are adapted`to register with the air inlet openings o2 of the valve-casing, and a fuelport q', which is adapted to register with the gas-inlet p of the valve-casing., The inner end of the rock-valve opens into thevalvechamber'.

q2 is aI disk or head which bears against the outer end of the rock-valve and closes the same and also against a shoulder g3 on the valve-case. The head is held in place by a clamping-ring g4, bearing against the outer side of the head and having an external screw-thread which engages with an internal thread on the outer end ofthe valve-case.

H represents a rock-shaft or spindle which is arranged axially in the cylindrical fuel- ,valve and journaled in a bearing @formed S represents an eccentric provided with a' surrounding eccentric-strap s, which is connectcd by a rod s with the rock-arm r4. The

eccentric is arranged on the inner side of the hub of one of the balance-wheels and is provided with a slot s2, through which the main shaft passes.

T represents a governor-arm, which is arranged substantially,diametrically on the in- Yner side of said balance-wheel and pivoted at one end to the same on one side of the main shaft, while its other free end is provided on I[he opposite side of the main shaft'with a weightt.v The eccentric S is preferably formedintegrally with the central part of the governor-arm, as shown in Fig. 2; but the eccentric may be made separate and secured to said arm.

` V represents a spring which connects the governor-arm with the adjacent balancewheel and which constantly tends to move said arm;so as to move theeccentric away from the center of the main'shaft, this movement of the lever being limited by the inner end of the slot `in the eccentric. l kDuring the normal operation of the engine the balancewheel turns in the direction of the arrow, and

the governor-arm by reason of its inertia lags behind, thereby straining the spring somewhat and moving the eccentric inwardly from its outermost position. The governor mechanism is so adjusted that when the engine runs ata normal speed the eccentric rocks the fuel-Valve during each rotation ofthe main shaft and opens and closes the gais and air ports, so as to admit a normal quantity of fuel. When the speed of the engine rises above the normal, the governor-arm lags behind a greater extent, and the eccentric is f moved `nearer to the center of the axisof rotation, whereby the rocking movement which is imparted by the eccentric to the fuel-valve'.

is reduced, and the air and gas ports thereof are opened to a less extent during each rock- V ing movement of the valve, thereby reducing the charge of fuel which is admitted toy the cylinder and reducing the speed ofthe engine. .When the speed of the engine drops below the normal, the governor-arm lags bef hind less than under normal conditions, and the eccentric is moved farther outward ly from the center ofrotation, whereby the throw of the fuel-valve is increased and its gas and air ports are opened wider, thereby increasing the charges of fuel to the cylinder. Bythis IIO means of regulating the supply of fuel a v charge of fuel is delivered to the engine during each suction-stroke of the piston; but the quantity of fuel in each charge is varied a'utomatically according tothe speed of the en-l gine, whereby the engine is caused to run more uniformly and with less vibration than engines in which the cylinderreceves either tively to allow the products of combustion to escape on the return or exhaust stroke of the piston and remains open during the next suction-stroke to admit fuel. The valve I is then closed during the subsequent compression and Working strokes of the piston. During the exhaust-stroke the main valve is opened, but the fuel-Valve is closed toprevent spent gases from entering the fuel-supply passages. During the suction-stroke of the piston the main valve and fuel-valve are open at the same time, so that fuel is4 admitted to the cylinder. During,` the subsequent compression and Working strokes of the piston the main `valve is closed; but the fuel-valve is closed during the compression-stroke and opened during the working` stroke, Whichidle closing and opening movements of the fuel-valve are not necessary, but'permit of an advantageous construction of the engine, inasmuch as it avoids the necessity of ernployinga reducing-gearing for driving the fuel-valve. The idle openingr movement of the fuel-valve does not interfere with the opcrationof the engine, because at this time the main valve is closed and the piston is effecting' its Working stroke.

1 claim asmy invention- 1. Ina gas-engine,the combination with the cylinder, the piston arranged in the cylinder and the crank-shaft connected With the piston, of a valve-chest communicating by a main port with the cylinder, a main valve controlling the main'port, a speed-reducinggear mechanism which is interposed between the crank-shaft and the main valve and which is constructed to open the same once during every two rotations of the shaft, a rocking fuel-valve whereby the fuel-supply to the cylinder is controlled, and an actuating mechanism Which is interposed between the crank-shaft and the f nel-valve and Which is constructed to ogen the same once during each` rotation of the shaft, substantially as Aset forth.

2. The combination With the cylinder and the piston therein, of a chest arranged at the end of the cylinder and having a valve-chamber communicatingwith the cylinder,a socket `register with the ports of said case and opening at its inner end into the valve-chamber of said chest, substantially as set forth.

3. The combination With the cylinder and the piston therein, of a chest arranged at the end'of the cylinder andhaving a valve-chamber communicating with the cylinder, a socket extending,r from the outer side of the chest into the valve-chamber, and a fuel-conduit opening into the side of the socket; a valve-case fitting in said socket and havirngr ports in its side which commu nicate with said fuel-conduit; a hollovsT rock-valve arranged in said case and having ports in its side which register with the ports of said case and opening at its inner end into the valve-chamber of JESS B. FENNER.

Witnesses:

THEO. L. Pori),

)ARL F. Gnvnn.

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