US722223A

US722223A - Gas or gasolene engine.

Info

Publication number: US722223A
Application number: US8510501A
Authority: US
Inventors: Bernt Garllus
Original assignee: Individual
Current assignee: Individual
Priority date: 1901-12-07
Filing date: 1901-12-07
Publication date: 1903-03-10
Anticipated expiration: 1920-03-10

Description

PATENTED MAR. 10, 1903.

B. GARLLUS. GAS OR GASOLENE ENGINE. APPLIGATIOiT rum) 1mm, 1901.

H0 MODEL.

, INVENTOR d m 50AM ATTORNEY;

WITNESSES:

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BERNT GARLLUS, OF MADISON, WISCONSIN.

GAS OR GASOLENE ENGINE.

SPECIFICATION forming part of Letters Patent No. 722,223, dated March 10, 1903.

Application filed December '7, 1901. Serial No. 85,105. (No model.)

To (0Z7, whom it may concern:

Be it known that I, BERNT GARLLUs, a citizen of the United States, residing at Madison, in the county of Dane and State of \Visconsin, have invented a new and useful Gas or Gasolene Engine, of which the following is a specification.

Myinvention relates to improvements in the valve-gear of gas or gasolene engines,by means of which improvements the valve-gear is reduced to few parts and simple construction, the operation of the engine improved, and the noise of the exhaust minimized. I attain these results by the mechanism illustrated in the accompanying drawings, in which- Figure 1 represents a side elevation, partiallyin section, of a vertical four-cycle gasolene-engine with reciprocating inertia-governor, which type will be used to illustrate the principles of my invention. Fig. 2 represents the position of the governor when the engine is running above normal speed.

Similar letters refer to similar parts.

The cylinder A, piston B, connecting-rod O, crank-shaft D, and fly-wheel E are of the ordinary construction, requiring no description. A gear F on crank-shaft D meshes with gear G.

Gear G has a number of teeth double that of gear F, thus giving to shaft H, to which gear G is keyed, the proper relative speed regarding crank-shaft D to control the distribution for a four-cycle gas or gasolene engine.

Keyed to shaft 11 is crank I, the crank-pin J being fitted to the governor-rod K, giving to the latter an oscillatory reciprocating motion for the purpose of operating the governor, and with the latter the exhaust-valve.

Secured to the cylinder-head B is the piece L, an opening N in the cylinder-head B giving communication between the interior of the cylinder and the chamber M in piece L.

The gasolene is supplied by pipe 0, leading to a pump-chamber P. When the pumpplunger stem Q, is depressed, gasolene is forced through nozzle Rinto inlet-passage S. The air-supply is also drawn through inletpassageS by the suction of piston B, causing a thorough mixing of the air and gasolenevapor in passing through inlet-passage S, chamber M, and opening N to the working space of the cylinder. At the inner end of inlet-passage S an inwardly-opening checkvalve T is provided, which latter has a stem U attached to it. A spring V, acting on a check-nut W, the latter attached to stem U, tends to hold valve T against its seat, as shown in Fig. 1.

The exhaust-port from chamber M is provided with the inwardly-opening valve X, which has attached to it the stem Y, on which stem are the check-nuts Z Z.

When the exhaust-valve X is open, the eX- haust can pass freely from the cylinder to exhaust-pipe a.

Fixed relatively to the cylinder is standard I), which carries pin 0. About the pin 0 the lever d oscillates. Formed as part of lever 01 is the arm 6, which at its outer end occupies the space between check-nuts Z Z. When lever (Z oscillates about pin 0, the arm 6 engages the upper or lower check-nut Z, and thus closes or opens exhaust-valve X. A spring f bears on lever d, the function of springf being to hold lever (Z in the position shown in Fig. 1, and therefore hold exhaustvalve X open, as also shown in Fig. 1. Due to the velocity ratio of gears F and G, governorrod K is given a complete reciprocation in both directions for each two full revolutions of crank shaft D. Attached to the governor-rod K is a reciprocating inertia-governor of the type commonly known as a hitor-miss or pendulum governor. A block g is feathered on rod K, allowing K to slide through g, but preventing the relative rotation of one to the other. The motion of block g along rod K is limited in one direction by a collar h, set-screwed to rod K. A spring Z, which bears at one end against a collar m, set-screwed to rod K, and at its other end against blockg, tends by its compression to maintain block g in contact with collar h. Formed as part of block 9 is a pin q, about which pin the tappet finger n oscillates. Formed as part of tappet-finger n is the arm 29,.which carries governor-weight o. A spring 3, bearing on tappet-finger n, is provided, the function of spring 5 being to overcome the gravity of governor-ball 0 when the engine is running below normal speed, and thus allow tappet-finger 0t to engage the end d of lever d, closing exhaust-valve X and permitting the charging of cylinder for a working stroke. With an increase of speed above normal the inertia of governor-ball 0 will overcome the force of spring 3, causing the end of tappet-finger n to miss the end d of lever d, as shown in Fig. 2, thus allowing exhaust-valve X to remain open. This prevents the formation of a partial vacuum in the cylinder by the stroke of the piston, and therefore does not allowa working charge to be drawn into the cylinder until the enginespeed has been sufficiently reduced to allow tappet-finger n to engage lever d. On the upper end of governor-rod K is a set-screwed collarj. The governor-rod K passes through a slot or opening in the end d of lever d, and surrounding the portion of the governor-rod K between lever cl and collarj is a washer 25, whose length is less than the maximum distance occurring between collarj. and lever d.

A spring I: is provided surrounding washer 1f,

the length of spring 11 being greater than that of washer t.

The functions of spring 2', dollar j, and washer i will be explained when the operation of the engine through a complete cycle is described.

Having described the details of my inven-' tion, the operation of the engine through a complete cycle of four strokes of the piston is as follows: Suppose the cylinder to be filled with a burned charge, speed below normal, governor-rod K and piston B at the lower end of their strokes.

First or clearing stroke: The piston rises to the top of its travel, displacing the burned gases through N, M, and a, the valve X being open until near the completion of the first stroke of the piston B. During this first stroke of the piston the governor-rod K has made but half its upward stroke, due to the speed reduction of gears F and G. On account of speed being below normal the tappet-finger 42 engages end d of lever d, causing the latter to swing about its axis, the pin 0. This movement of lever 61 closes exhaustvalve X near the end of the first stroke of piston B by means of arm e, upper check-nut Z,

.aud stem Y. By the depression of the end (1 of lever d the end 61 makes contact with pump-plunger stem Q, and thus forces an amount of gasolene through nozzle B into inlet-pipe S. Piston B is now at top of first stroke, and governor-rod K has completed half of its upward travel.

Second or charging stroke: During the sec- 0nd stroke of the piston, owing to the suction which it produces, the gasolene-vapor, mixed with air, is drawn into the cylinder through inlet-valve T, this inlet-valve being opened by the atmospheric pressure on its outer face overcoming the resistance of spring V. During this stroke of piston B rod K completes the second half of its upward stroke, and since the motion of lever d, and consequently of block g, has been arrested by the seating of valve X rod K completes its upward stroke by sliding through block g, compressing spring Z. This compression of spring Z overcomes the resistanceof spring f and the suction of piston B, holding valve X seated. At the bottom of this second stroke of piston B inlet-valve T closes automatically by the action of spring V on account of the checking of the motion ofpiston B and the reduction of the suction which its downward motion has produced.

Third or compression stroke: Both valves T and X are now closed, and piston B makes its third or compression stroke, during which governor-rod K performs half of its downstroke,beginning the compression of spring 1'. After the tappet-finger 'n, breaks contact with end d of lever cl exhaust-valve X is held to its seat by the cylinder compression regardless of the action of springsfand 2', both of which tend to open valve X. Inlet-valve T is held to its seat by both the cylinder compression and the action of spring V. The charge is now compressed and piston B is at the end of its third stroke.

Fourth or working stroke: The charge which is now compressed is fired when the piston is near the upper portion of its travel, after which the piston executes its fourth or working stroke. The inlet-valve T is held to its seat both by the pressure in the cylinder and the effect of spring V. During the greater portion of the working stroke the exhaustvalve X is held to its seat as described under stroke three; but governor-rod K is now completing the second half of its downstroke and increasing the pressure of spring ion the end of lever d. Shortly before the completion of the working stroke collar j makes contact with washer t, and through lever 61, arm a, lower set-nut Z, and valve-stem Y opens exhaust-valve X. After the initial opening of valve X by the method just described its complete and quick opening is performed by springs t' and f. After the depression of the end 01 of lever 61 and the completion of the downward travel of governor-rod K the distance between collar j and lever 61 may exceed the normal length of spring 71; but exhaust-valve X will be held open against accidental closing caused by a rush of gases through exhaust-port by means of spring for its equivalent. This completes the cycle of the engines operations.

If the engine runs above normal speed, the lever dis not engaged by tappet-finger n, and the exhaust-valve X remains open. In this device the eXhaust-valve is normally open, thus forming no unnecessary back pressure and requiring no special mechanism to maintain the exhaust-valve open when the engine is running above normal speed. This control of the exhaust-valve, coupled with the device for opening it at the proper time near the end of the working stroke, causes the engine to run with very little noise from the exhaust, this result being due to the fact that the opening movement of the valve is only inaugurated by the mechanism moved from the engine-shaft in quite a gentle manner against the pressure in the cylinder, while the opening movement is completed by the spring against the decreasing resistance of the outrushing gases.

From Fig. 1 it will be noted that when piston B is at the bottom of its stroke crank-pin J, and consequently governor-rod K, are at the bottom positions of their travel and the engine in position to begin its complete cycle. This cycle will be performed regardless of the direction of rotation given to crankshaft D, the engine being reversible and operating equally well with either direction of rotation.

I do not Wish my invention to be limited to the details described above for the purpose of showing the principles of its operation. These details can be varied greatly from the forms described and still use the principles of my invention. The gasolene-pump may be driven by other means than the lever d. The freedom of travel allowed governor-rod K by means of spring I can be provided in some other portion of the apparatus and allow block 9 to be formed as a part of governor-rod K.

The principles of my invention can be applied equally well to a gas-engine, and may be applied to explosive-engines in a variety of ways differing in detail from the illustrations described.

\Vhat I claim as my invention, and desire to secure by Letters Patent, is-

1. In an internal-combustion engine, the

combination with the cylinder, piston andadmission-valve, of an exhaust-valve loaded to stand normally in its open position, a governor driven by the piston and cooperating with the exhaust-valve to close the same at proper periods during the cycle of the engine when the speed of the engine is at or below normal and means independent of its load for positively unseating said valve whereby sticking of the valve on its seat is prevented; substantially as described.

2. In an internal-combustion engine, the combination with the cylinder, piston and admission-valve, of an exhaust-valve loaded to stand normally in its open position, and a valve-operating mechanism driven by the piston and embodying a positively-moving part for unseating the exhaust-valve and an inertia-governor for closing the valve against the pressure of its load at proper periods during the cycle of the engine when the engine is at or below normal speed; substantially as described.

3. In an internal-combustion engine, the combination with the cylinder, piston and admission-valve, of an inwardly-opening eX- haust-valve loaded to stand normally in its open position a part moved positively by the engine for closing the valve against the pressure of its load and a part moved by the engine to inaugurate the opening movement of the valve against the pressure in the cylinder.

4. In an engine the combination with the cylinder, piston and admission-valve, of an inwardly-opening exhaust-valve, a spring tending to hold said valve normally open, a valve-operating mechanism moved by the engine for closing the valve against the pressure of its spring and an abutment moved by said valve-operating mechanism and cooperating with the valve to unseat the same against the pressure in the cylinder; substantially as described.

5. In an exhaust mechanism for internalcombustion engines, the combination with the exhaust-valve loaded to normally stand in its open position, of a reciprocating valve-operating rod, an inertia-governor carried thereby and operating to close said valve against the pressure of its load and a part moving with said rod for unseating the valve when free from the action of the governor whereby sticking of the valve is prevented; substan tially as described.

6. In an exhaust mechanism for internalcombustion engines, the combination with the exhaust-valve loaded to normally stand in its open position, of a reciprocatory valve-operating rod, an inertia-governor moved thereby and operating to close said valve against the pressure of its load, a part moved positively by the rod for unseating the valve and a spring acting in advance of said part tending to unseat the valve and operating to open the same quickly when unseated; substantially as described.

7. In a gas or gasolene engine, the combination of a reciprocating inertia-governor, with a tappet-finger attached to said governor, a lever actuated by said tappet-finger at proper periods during the cycle of the engine when the engine is below normal speed, an inwardly-opening exhaust-valve operated by said lever, a spring f, a spring 1), a spring V, a spring Z, governor-rod K, check-nuts Z Z, washer t and a stop-collar j for the purposes set forth.

8. In a gas or gasolene engine the combination of a reciprocating inertia-governor, with a governor-rod,a lever-actuated exhaustvalve, Washer t, or its equivalent, and collar j acting on said lever to open said valve, a spring 'i to assist said valve opening and a spring f, or its equivalent, to maintain said opening until said valve is closed by positive action.

9. In a gas or gasolene engine the combination of a reciprocating inertia-governor, with a tappet-finger operated by said governor, an inwardly-opening exhaust-valve closed by said tappet-finger, and a spring or its equivalent, holding said exhaust-valve normally open, and a positive opening device for said valve actuated by the governor-driving mechanism, for the purposes set forth in this specification.

B. GARLLUS.

Witnesses:

Gno. C. RILEY, KATHRYN OMALLEY.