US739405A - Fluid-motor. - Google Patents

Description

No. 739,405. PATBNTBD SEPT. 22,1903.

- w. E. BWALD,

FLUID MOTOR.

APPLICATION FI LED AUG. 27, 1900. RENEWED JUNE 15, 1903.

N0 MODEL. 3 SHEET8-BHEET 1.

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THE Norms ruins co. PHOTg-LITNQ. WASHINGTON m c No. 739,405. I PATENTED SEPT; 22, 1903* I W. E. EWALD. FLUID MOTOR.

APPLIOATIbN I ILED AUG. 2'7, 19110. RENEWED JUIE 15, 1903.

3 SHEETS-SHEET 2.

R0 MODEL.

No. 739,405. PATENTED SEPT. 22, 1903.

FLUID MOTOR.

APPLICATION FILED AUG. 27, 1900. RENEWED JUNE 15,1903. I

I0 MODEL. I 3 SHEETS-SHEET 3.

UNITED oa'oL nrou, iiowA.

Patented September 22, 1903.

PATENT OFFICE.

FLUID- Moron.

srnorrroacrron forming ater Letters pate t No. 739,405,v dated September 22, 1903. Application filed August 27, 1900. Renewed June 15, 1903. Serial No. 161,483. (No model) ToaZZ whom it may concern:

Be it known that I, WILLIAM E.'EWALD, a citizen of the United' States, residing at Ohicago, in the county of'Cook and State of Illinois, have invented a certain new and useful Improvement in Fluid-Motors, of which the following'is a full,'clear, concise, and exact description, reference being had to theaccom panyingdrawings,formingapart ofthis speci- My invention relates to internal-combustion engines, and has for its object the provision of certain features of improvement tending to secure increased efficiency,and par-,

ticularly to provide i-mproved mechanism for controlling the admission and exhaust, it be ing aspecial object of my inventiont'o pro{ vide a simple and efficient form of combined admission and exhaustvalve-and carburetor. To the attainment of the foregoing and other useful ends, the engine-casing is preferably constructed of a plurality of sections, so as to provide oppositely-arranged cylinders, and the'multiple-cylinder engine thus provided is preferably constructed with oppositely-arranged pistons connected for simultaneous reciprocation. Each cylinder is provided with a valve which is preferably hollow or tubular in form and which is adap t-.

ed to serve as a combined admission and exhaust valve and carbureter. Each valve is preferably arranged transversely at the end of its allotted cylinder and isadaptedfor re: ciprocation or back-and-forth-movement to an" extent sufficient to open and close the common admission and exhaust port. The interior of each valve is adapted to serve as a carbure'ting or mixing chamber. In this way the bore of each valve serves alternately as 0 an admission and exhaust passage, the exhaust heating the valve, and thereby insuring' a proper mixing of the air and hydrocar bon vapor. The crank-shafts, which preferably'extend transversely through the enginecasing, may bev suitably connected" witha counter-shaft, and the lattercan be provided with cams or other like devices for operating the said valves. Preferably these valves are actuated by said cams through the medium of suitable fulcrum-levers. In this way the combined admission and exhaust valves and carburetors are suitably actuated from the counter-shaft, which is rotated by the oppositely-arranged pistons. Suitable throttlevalves can be employed for controlling the flow of oil to the valves, which are intermit- 'tently operated orreciprocated .for the pur pose of admitting oil to the bore of each valve.

The nature and advantages of my invention will, however, hereinafter more fully ap- 6o pear.

In the accompanying drawings, Figure 1 is a side elevation "of'an engine embodying the principles of my invention. Fig. 2 is a plan of the same-"Fig; 3 is a vertical longitudinalsection through the engine shown in Figs. 1 made. Fig. 4 is an enlarged sectional view fiof one of the valves and adjacent parts, the

section on line Y Y in Fig. 8 Fig. ll-is a diagrammaticv-iew illustrating the electrical -connec'tio'ns"and devices for igniting the motive fluid. Fig. 12 is a cross-sectional view 8:

illustrating the manner of casting or forming two cylinder-casings integral, the two cranks in such case being set at opposite points and l of the two sections.

at explosion occurring at each half-revolution.

As thus illustrated, my invention comprises a 'bodyor cylinder-casing A, composed oftwo sections 1 and 2 and adapted to provide oppositely-arranged combustion-chambers a and a. 'The trunk-pistons B and B are arranged go for reciprocation in said chambers and are rigidly connected byr'ods b. A crank-shaft 0 extends through the casing at the juncture The abutting or opposing ends of said sections are formed to provide journal boxes or bearings D, the crankshaft being supported in these bearings and the bolts or screws (1 holding the two sections together. A pitman or rod 12 connects thepiston B directly with the crank 0'. With this construction and arrangement the shaft can be removed by uncoupling the two sections, and, furthermore, the cylinder-heads can be cast integral with the casing; also. the arrangement tends to secure rigidity and strength. The pitman is preferably of a length to avoid side thrust or binding on the part of the piston, it being understood that the shorter the pitman the greater the tendency toward cramping or binding. However, with my improved construction and arrangement the pistons reciprocate smoothly, the piston B coming close to the shaft 0, and as a further advantage the arrangement permits of a material reduction in the length of the engine. The two oppositely-arranged cylinders are provided with passages a and a each of which serves alternately as an admission and exhaust port. These ports or passages are cont-rolled by valve E and E, arranged transversely at each end of the easing. As the two valves are exactly alike, a description of one will suffice for both. The valve E, for example, is tubular in form, being provided with a head 6, adapted to engage a valve-seat a in the casing. A series of small ducts or passages 8' open laterally through the valve immediately above the head 6. The upper end of the valve is provided with openings e and a stem 6 The valve is held normally seated by a spring e", which is arranged between the casing and a a pin e inserted through the upper portion of the valve, and the lower portion of the Valve is provided with a packing-ring e and a lateral port or opening c. It will be observed that the valve is mounted for reciprocation in projecting portions on the end of the cylinder. The lower of these projections is formed with a threaded boss a adapted to receive a throttle-valve F. This valve controls the admission of oil through the duct a, it being observed that this duct is normally closed by the packing-ring on the valve. The valve has three operative positionsviz. a normal or seated position, an extreme down- Ward position, in which case the port 6 registers with duct a, as shown in Fig. 3, and an intermediate position, as illustrated by Fig. 4. The normal or closed condition of the valve occurs during compression and explosion. After explosion and upon the return stroke of the piston the valve moves downward to its intermediate position. In this position the ducts e are open and the exhaust takes place through the interior of the valve. At the next stroke of the piston the valve moves on to its extreme downward position, and at this juncture both air and oilentertheinteriorof the valve. The movement of the piston draws the air through the valve and into the combustion-chamber. As the air passes through the heated valve it becomes mixed or carbureted with the vaporized oil. In this Waythe valve serves as a combined admission and exhaust valve and carbureter. In Fig. 3 the pistons are shown to the right and the valves are positioned accordingly that is to say, valve E is closed to permit compression, while valve E is admitting motive fluid to chamber a. An explosion now occurring in chamber a, the piston will move to the left, compressing the motive fluid in chamber a, the valve E being closed, and at the end of this stroke an explosion will take place in chamber a. The expansion of motive fluid in chamber'ct will move the pistons to the position shown in Fig. 3, the exhaust from chamber a escaping through the valve E, which is now partly open. In this way it will be seen that two explosions have occurred during the complete revolution of the crank-shaft and that no explosions will take place during the next revolution. In other words, there are two explosions every other revolution, and when two engines are provided the casings being formed integral, as shown in Fig. 12, and the two cranks being set at opposite points then there will be an explosion every half-revolution. Receiving an impulse at every halfturn, the rotation of the shaft is in no way dependent upon momentum. This makes it possible to reduce vibration, as four light explosions are made to do the work of the usual single heavy explosion.

In the present embodiment of my invention the valves are operated by levers G and G. A shaft II is gear-connected with the crankshaft O. The cams hand 71,, mounted upon said shaft, are engaged by the ends of said levers, and in this way the valves are operated from the crank-shaft, the gearing being such that shaft H revolves once to the crankshafts twice. The valve-stems are preferably engaged by screws g, which can be tightened to take up wear. If desired, the cams can be set so as to cause an explosion every revolution, which would be preferable when only the two pistons and a single crank are employed. However, when four pistons and two cranks are employed, as previously described, I prefer to set the cams as shown in Fig. 3. Any suitable form of igniting device may be employed for effecting the explosions. For example, the piston can be provided with a finger I, adapted to contact with a similar finger I, mounted in insulation on.the cylinder. A wheel on shaft II can be provided with a projection 7L2, and an insulated brush J can be arranged to make contact with this projection at each revolution of the wheel. The brush J and the finger I are arranged in circuit with a battery K. With this arrangement the circuit will be closed through the igniter at the proper time and sparking will occur only when necessary to ignite the fluid. It will be observed that the circuit is completed through the wheel, shaft, casing, and piston. I

From the foregoing it will be seen that my invention is simple and inexpensive of manufacture and that it is particularly adapted for use on automobiles and motor-cycles. I

desire, however, to cover it broadly and do not, therefore, limit myself to the precise construction shown and described.

What I claim as my invention is- 1. In an internal-combustion engine, the

combination of a reciprocating piston, a cylof the valve, and the inner end of said valve being adapted to permit the air to enter said cylinder port or opening and pass into the cylinder, substantially as described.

I 2. In an internal-combustion engine, the combination of a suitable piston, a cylinder inclosing said piston'and provided with a port or opening, a combined admission and exhaust valve adapted and arranged to control said port or opening, said valve having a port or passage through which the oil is allowed to flow in entering the cylinder and through which the exhaust passes in an opposite direction in escaping from the cylinder, and means whereby said valve is actuated by the movement of saidpiston, the valve having an intermittent reciprocating movement, substantially as described. I

3. In an internal-combustion engine, the combination of a pair of oppositely-arranged pistons, a'crank-shaft extending between said pistons, a cylinder-casing inclosing said pistons, a pair of combined admission and exhaust valves and carburetors adapted and arranged to control the admission and exhaust to the two cylinders provided by said casing, and a suitable connection between said shaft and said valve, whereby the Valves are actuated by the reciprocating movement of the pistons, substantially as described.

4. In an internal-combustion engine, the combination of a pair of oppositely-arranged pistons, a crank-shaft arranged between said pistons, an engine-casing composed of two sections and adapted to provide a cylinder for each piston, said shaft extending transversely through the casing at the line of j uncture of said sections, a pair of combined admission and exhaust valves adapted and arranged to control the admission and exhaust to and from said cylinders, said valves being arranged transversely at each end of said engine-casing, anda suitable connection between said valves and said shaft, whereby the valves are reciprocated alternately by the back-and-forth movement of the said pistons, substantially as described.

5. In an internal-combustion engine, the combination of a pair of rigidly-connected oppositely-arranged pistons, a crank-shaft exreters adapted and arranged to control the admission and exhaust to and from said cylinders, said valves being provided with passages which serve alternately as admission and exhaust passages, and a suitable connection between said valves and said shaft, whereby the valves are opened and closed'alternately by the bodily back-aud-forth movement of the two rigidly-connected pistons,substantially as described.

6. In an internal-combustion engine, the combination of a plurality of oppositely-arranged pistons and cylinders, a crank-shaft Iarranged between said pistons, a plurality of combined admission and exhaust valves adapted and arranged to control the admism .sion and exhaust to and from said cylinders, said valves being provided with passages adapted toserve alternately as admission and exhaust passages, throttle-valves for controlling the flow of oil to said valves, asuitable connection between said shaft and said valves, whereby the valves are actuated alternately by the movement of'said pistons, and springs adapted and applied for holding the. valves normally closed, substantially as and for the purpose set forth.

7. In an internal-combustion engine, the combination of a plurality of oppositely-ar ranged pistons and cylinders, a crank-shaft arranged between said pistons, a plurality of combined admission and exhaust valves for controlling the admission and exhaust to and from said cylinders, a counter-shaft gear-connected with said crank-shaft and provided with cams, and a plurality of pivoted levers having their outer ends arranged to engage said valves and their inner ends adapted to engage said cams, whereby the valves are actuated alternately by the backand -forth movement of said pistons,substan tially as described.

8. In an internal-combustion engine, the combination of a reciprocating valve adapted to control both the admission and exhaust, said valve being provided with a bore or longitudinal passage serving alternately as an admission and exhaust passage, the end of said valve being open topermit the exhaust to escape directly into the atmosphere, a reciprocating piston, and a cylinder inclosing said piston and provided with a port or opening controlled by said valve, substantially as described. V

9. In an internal-combustion engine, the combination of a reciprocating piston, a casing inclosing said piston and provided with a suitable port or opening, and a combined reciprocating admission and exhaust valve and carburetor adapted and arranged to control said port or opening, said valve being constructed with a longitudinal bore or opening adapted to serve as a carbureting or mixing chamber together with a suitable oil-supply passage, substantially as described.

10. 'In an internal-combustion engine, the combination of a reciprocating piston, 2. cyl

7 &

inder inclosing said piston and provided with a suitable port or admission and exhaust opening, a tubular valve provided at its in ner closed end with lateral ports or openings adapted to serve alternately as admission and exhaust passages, said valve being arranged to control the said port or admission and exhaust opening in the cylinder, means for conducting oil to said valve, the bore of the latter being adapted to serve as a carbureting or also as an exhaust-passage together with asuitable oil-supply passage, substantially as described.

12. In an internal-combustion engine, the combination of a reciprocating piston, a cylinderinclosing said piston and having a suitable port or opening,and aholloW or tubular valve adapted and arranged to control said port or opening, the bore or longitudinal passage in said valve being adapted to serve as a carbureting or mixing chamber, and the exhaust from the engine passing through said bore and escaping from the open end of said valve together with a suitable oil-supply passage, substantially as described.

13. In an internal-combustion engine, the combination of a reciprocating piston, a cylinder inclosing said piston and having a suitable port or opening, and a tubular valve controlling said port or opening, said valve being provided with a longitudinal opening adapted to afford an exhaust-passage, the exhaust passing through said passage and es caping from the open end of the valve, and a valve-casing provided with an oil-admission passage controlled by said valve, substantially as described. I

14. In an internal-combustion engine, the combination of a reciprocating piston, a cylinder-casing inclosing said piston and having a single port or admission and exhaust opening, and a combined admission and exhaust valve and carbureter having its closed inner end provided with a plurality of lateral ports or openings adapted to serve alternately as admission and exhaust openings, the interior of said valve being adapted to serve as a carbureting or mixing chamber, the said valve being provided at its side with a port or opening for admitting oil or hydrocarbon to the said mixing or carbureti'ng chamber, means for conducting oil or hydrocarbon to the said port or opening in the valve which admits the oil toits interior, and means whereby said valve is actuated by the movement of said piston, substantially as described.

15. In an internal-combustion engine, the combination of a reciprocating piston, a cylinder inclosing said piston and provided with asuitable port oropening, and a reciprocating tubular valve adapted and arranged to control said port or opening, said valve being provided externally with a suitable packing-ring for cutting off the admission of oil to the interior of said valve, and said valve being provided with both lateral and longitudinal openings or passages adapted to serve alternately as ad mission and exhaust passages, substantially as described.

In Witness whereof I hereunto subscribe my name this 22d day of August, A. D. 1900.

.WILLIAM E. EWALD.

Witnesses:

CHARLES G. MASON, WM. B. DAVIES.

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