US733384A - Speed-regulator for explosive-engines. - Google Patents

Description

qw 0 9 1 4 1 Y L U u D B T N E T A P E 4 8 v 3 3 7 m N SPEED REGULATOR FOR EXPLOSIVE ENGINES.

APPLIOATIOK FILED IBB. 14, 1903.

2 SHEETSSHEET 1.

K0 MODEL.

WITNESS E5 warns mzns co. PHOYD-LYTNCL WASNINGTO PATENTED JULY 14, 1903.v

H. A. GILMAN. SPEED REGULATOR FOR EXPLOSIVE ENGINES.

APPLIUATION FILED FEB. 14, 1903.

2 SHEETS-SHEET 2.

no MODEL.

7 J 2 WM n I 2 Wu I UNITED STATES Patented july 14, 1903.

PATE T OFFICE.

HERBERT A. GILMAN, OF LAOONIA, NEW HAMPSHIRE, ASSIGNOR OF ONE- HALF TO OOURTLAND D. LOUGEE, OF LAGONIA, NEW HAMPSHIRE SPEED-REGULATOR FOR EXPLOSIVE-ENGINES.

SPECIFICATION forming part of Letters Patent No. 733,384, dated July 14,1903.

Application filed February 14, 1903. Serial No. 143,374. (No model.)

To all whom, it may concern.-

Be it known that I, HERBERT A. GILMAN, a citizen of the United States, residing in Laconia, in the county of Belknap and State of New Hampshire, have invented new and useful Improvements in Speed-Regulators for Explosive-Engines, of which the following is a specification.

This invention relates to gas or explosive engines; and it consists in a new and improved device or mechanism for varying and controlling the speed, whereby the operator or driver may acquire a more perfect and complete control over the engine than has heretofore been the case. In order to accomplish this resultthat is, the variation of and control over the speed of the engine1 have invented means whereby the engine may be relieved at the will of the operator of more or less of its compression and a portion of the explosive mixture may be returned or transferred from the explosion-chamber t the crank chamber or base when it is desired to reduce the speed, from which it may again be transferred to the compression-chamber and used in the ordinary manner.

The nature of the invention is fully de- 1 scribed in detail below and illustrated in.

the accompanying drawings, in which- Figure 1 is an elevation of a sufficient portion of a gas-engine of the two-cycle type to illustrate my invention, a part being represented as broken out. Fig. 2 is an enlarged sectional view in detail, showing the operation of the principal parts. Fig. 3 is a sectional detail taken on line X, Fig. 2.

Similar characters of reference indicate corresponding parts.

1 represents the crank-shaft case or base; 2 is the crank-shaft; 3, the fly-wheel; 4, the cylinder, provided with the inlet-passage 5 and exhaust 6 and containing the explosionchamber or compression-chamber 7, and the piston 8, provided with the lip 9 for deflecting the mixture of gas and air up to the explosion-chamber.

All the above parts are constructed as usual and operate in the manner wellknown in the art.

The cylinder at is provided with a pipe 10, which opens into the compression-chamber 7 and has secured to its outer end a case 11 of substantially the shape shown in Fig. 2. This case is closed at its upper end, where it is preferably provided with a suitable plug 13, while its lower portion 12 is tubular and open at its lower end. This tubular portion is provided with two ports 14: and 15 and is of suitable shape to receive and permit the movement of a hollow or cylindrical valve 16, the wall of said valve being provided with a port 17, While the hub or main portion thereof is provided with the recess 18, which is coincident with a passage or chamber 19 in a boss 20, integral with and on one side of the tubular portion 12 of the case 11. Pivotally secured to the boss at 21 within the passage 19 is a dog 22, whose free end extends into the recess 18. Above and bearing on the upper surface of this dog between its pivotal point and free end is a cam 24, provided with a suitable handle 25, said cam being mounted on the squared portion of the bolt 23 and being adapted to be held friction-tight between the lips 40 of the boss by means of the nuts 26, so that the handle may be moved to and retained at any position or angle in the boss. .(See Fig. 3.)

The valve 16 is centrally bored to receive the rod or stem 27, which is rigidly secured at 28 to said valve, said stem being provided at its upper end with a valve 29, which has its seat on the edges of a port or passage 30, which leads from the upper portion 11 of the case to the tubular portion 12, both said valves 29 and 16 being rigidly secured to the stem 27.

Rigidly secured to the crank-shaft 2 is a cam 31, which is connected with a cam-rod 32 with the valve-stem 27. This cam-rod is provided with a suitable returning-spring 41 and is guided in suitable arms 33, extending from the cylinder 4 and the boss 20, and its upper end is bent at substantially right angles at 3d and embraces the valve-stem between a pair of washers 35 and is held normally in position thereon by two springs 36 and 37, the spring 36 surrounding the Valvestem between the washer 35 above the end 34 and the valve 16 and the spring 37 surrounding the valve-stem between the washer 35 below the end 31 and a suitable nut 38 on heats the tubular portion 12 of the case at the point where it is provided with the port 15 with the interior of the crank-shaft case or base 1.

In the drawings the parts may be considered as in the position assumed when the engine is running at its highest speed, the dog 22 being held down by the cam 24, the valve-stem 27 and valves 16 and 29 being stationary or inactive, the ports and 17 being non-coincident and hence closed, and the valve 29 being on its seat and hence closing the port or passage 30. As this passage is closed and as the ports 15 and 17 are noncoincident, there is no opportunity for any of the contents of the compression-chamber 7 to enter the pipe 39. Although the valvestem 27 is stationary the cam-rod 32 is reciprocating longitudinally by reason of the rotation of the crank-shaft 2; but this reciprocating movement does not communicate motion to the valve-stem, inasmuch as the portion 34: of the cam-rod is loose on the stem. Hence the only effect of the movement of the cam-rod is to contract alternately the springs 36 and 37. Should the operator desire to reduce the speed, he swings down or depresses the lever 25, thus causing the cam 24 to relieve the'dog 22, which has been holding the valve 16, and consequently the stem 27 and valve 29, stationary and closed. The result of the removal of the pressure of the cam from the dog is to allow the cam-rod 32 to impart movement to the stem 27 through the medium of the springs 36 and 37, and hence to the valves 16 and 29. As these valves rise the ports 15 and 17 are brought into coincidence immediately after the valve 29 leaves its seat, while the port 14 is closed by the valve 16. Hence a portion of the charge of the explosive mixture in the compressionchamber passes through the passage and exhausts through the ports 17 and 15 into the pipe 39, which conducts it into the base or crank-shaft easel, from which it passes up by the ordinary process into the compression-chamber to be used again as a part of another fresh charge. The cam 31 is so located and timed that the valves 29 and 16 will not be opened until the engine has closed the exhaust-port 6 on its upstroke and will be closed again before the earliest sparkingpoint. Should there for any reason he a premature explosion in the cylinder, the force of the concussion would be felt by the valve 16 before the fire could reach the valve 29, with the'result that said valves'would be forced down, closing the ports 15 and 17 and opening the relief-port 14 and exhausting the pressure into the open air.

It is evident that when the operator slows down the engine by the above process the length of the throw of the valves, and hence the degree of retardation of the engine, may be regulated by the amount of movement given to the lever 25, which regulates the height to which the end of the dog 22 in the recess 18 is allowed to be lifted.

It will readily be seen in this device when the lever is operated for the purpose of decreasing the speed that live gas only is let out from the compression chamber; that when enough live gas has been let off the' valve closes and the full benefit of the explosion of what remains is obtained, and that the gas is not wasted, but is returned to the base or crank-shaft chamber to be used as part of another fresh charge.

By reference to Fig. 2 in the drawings it will be noticed that in the operation above described the valve 29 leaves its seat before the exhaust-port let is closed, as well as before the ports 15 and 17 coincide with the passage in the pipe 39. Hence if there is any refuse matter left in the compression-chamher or combustion-chamber 7 it will be expelled through the port 14 by pressure from the returning piston.

Having thus fully described inyinvention, what I claim, and desire to secure by Letters Patent, is-

1. In an explosive-engine of the character described, the cylinder; the hollow base or crank-shaft case; external pipes leading from said base or crank-shaft case and cylinder; the crank-shaft; a cam mounted thereon; the case 11, 12 connected with the outer ends of said pipes and provided with the port 15 and passage 30; the hollow valve 16 provided with the port 17; the valve-stem 27 provided with the springs 36 and 37; a cam-rod extending from said cam around the valve-stem between said springs; mechanism for holding said valve normally stationary in the case; and means under control of the operator for relieving said mechanism, for the purpose set forth.

2. In an explosive-engine of the character described, the cylinder; the hollow base or crank-shaft case; external pipes leading from said base or crank-shaft case and cylinder; the crank-shaft; a cam mounted thereon; the case 11, 12 connected with the outer ends of said pipes and provided with the port 15 and passage 30; the hollow valve 16 provided with the port 17 the valve 29 adapted to close said passage 30; the valve-stem 27 common to both valves 16 and 29 and provided with the springs 36 and 37; a cam-rod extending from said cam around the valve-stem between said springs; mechanism for holding said valves normally stationary in the case; and means under control of the operator for relieving said mechanism, for the purpose set forth.

3. In an explosive-engine of the character described, the cylinder; the hollow base or crank-shaft case; external pipes leading from said base or crank-shaft case and cylinder; the crank-shaft; a cam mounted thereon; the case 11, 12 connected with the outer ends of said pipes and provided with the port 15 and passage 30 and with the relief-port 14 opening into the outer air; the hollow valve 16 ICC provided with the port 17; the valve 29 adapted to close said passage 30; the valve-stem 27, common to both valves 16 and 29 and provided with the springs 36 and 37; a cam-rod extending from said cam around the valvestem between said springs; mechanism for holding said valves normally stationary in the case; and means under control of the operator for relieving said mechanism,the valve 29 being arranged to leave its seat in the passage 30 before the valve-port 17 reaches the entrance to the pipe leading to the base or crank-shaft case, for the purpose set forth.

4. In an explosive-engine of the character described, the cylinder; the hollow base or crank-shaft case; external pipes leading from said base or crank-shaft case and cylinder; the crank-shaft; a cam mounted thereon; the case 11, 12 connected with the outer ends of said pipes and provided with the port 15 and passage 30 and with the relief-port 14 opening into the outer air; the hollow valve 16 provided with the port 17; the valve 29 adapted to close said passage 30; the valve-stem 27 common to both valves 16 and 29 and provided with the springs 36 and 37; a cam-rod extending from said cam around the valvestem between said springs; mechanism for holding said valve normally stationary in the case; and means under control of the operator for relieving said mechanism, the valve 29 being arranged to leave its seat in the passage 30 before the valve-port 17 reaches the entrance to the pipe leading to the base or crank-shaft case, and the cam on the crankshaft being located and timed to prevent the said valves from opening until the engine has closed the exhaust-port in the cylinder on its upstroke and to close said valves again before the earliest sparking-point, for the purpose set forth.

5. In an explosive-engine of the character described, the cylinder; the hollow base or crank-shaft case; the crank-shaft provided With a suitable cam; the pipes and 39 leading respectively from the cylinder and base or crank-shaft case; the hollow structure or case 11, 12 provided with the ports 14 and 15 and passage 30, and furthermore provided with the boss formed with the passage 19; the valve-stem 27 provided with the springs 36 and 37; the valve 29 mounted on the end of said stem; the hollow valve 16 mounted in said stem and provided with the port 17 and recess 18; the dog 22 pivoted Within the boss and extending through said passage 19 into the recess 18; the cam and handle 24, 25 pivoted to the boss and adapted to engage with the upper side of the dog; and the cam-rod 32 extending from the cam on the crank-shaft to said valve-stem between the springs thereon, substantially as set forth.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

HERBERT A. GILMAN.

Witnesses:

PATRICK OSHEA, GEO. P. MUNSEY.

Images