US789246A - Gas-engine. - Google Patents

Description

BEST AVAiLABLE CC PATENTED MAY 9, 1905.

P! E. YOUNGS. GAS ENGINE.

APPLICATION nun MAB.1,1893. Bmmwnn JULY 13, 1904.

'ISHEETS-SHEBT l.

INVENTOR v WITNESSES $44 .QMLL

BEST AVAELABLE COP vN0. 789,246. PATENTED MAY 9, 1905.

F. E. YOUNGS.

GAS ENGINE.

APPLICATION FILED mn.1,1e9a. RENEWED JULY 13, 1904.

7'sHEETssHEET 2.

WITNESSE INVENT R AVAPLABLE mar No. 789,246. v PATBNTED MAY 9,1905.

15'. E. YOUNGS.

GAS ENGINE. APPLIOATION IILBD MAR. 1,1893. RENEWED JULY 13. 1904.

7 SHEETS-811E111 3- WITNESSES INVENTOR AVAELABLE CC 110,789,246. I PATENTED MAYQ, 1905.

P.B;YOUNGS.

GAS ENGINE.

APPLICATION FILED MAB. 1,1893. RENEWED JULY 13, 1904.

7 SHEETS-SHEET 4.

WITNESSES INVENTOR BEST AVAYLABLE C-"I No. 789,246.

- PATENTED MAY 9, 1905.

P.E.YOUNGS. GAS ENGINE.

APPLICATION FILED MAB. 1,1893. RENEWED JULY 13, 1904.

7 SHEETS-SHEET 5.

INVENTOR WITNESSES Siam AVMLABLE 00 PATENTED MAY 9, 1905. P. B. YOUNGS.

GAS ENGINE.

APPLICATION FILED mn.1,1ees. RENEWED JULY 13. 1904.

7 SHEETS-SHEET 7' INVENTOR WIT" ESSES UNITED STATES BEST AVAILABLE COP Patented May 9, 1905.

PATENT OFFIcn.

GAS-ENGINE.

SPECIFICATION forming part of Letters Patent No. 789,246, dated. May 9, 1905. Application filed .Iarch 1, 1893. Renewed July 13, 1904. Serial No. 216,356.

T all], whom it 11:03 concern:

Figurel is a front elevation of my improved gas-engine. Fig. 2 1s a side elevation thereof. Fig. 2' is a detail of part of the igniting mechanism. Fig. 3 is a vertical section on the line III III of Fig. 2. Fig. 4 is asectional view of the cylinders with the parts in the same position as in Fig. 3, but shown on a larger scale. Fig. 5 is ahorizontal section on the line V V'of Fig. 4:. Fig. 6 is a vertical section on the line VI VI of Fig. 3. show ing the valve and valve-chamber; Fig. 7, a vertical section taken through the cylinder 2 on the line VII VII of Fig. 3. Fig. 8 is a horizontal section on the line VIII VIII of Fig. 4, showing the exhaust-ports and the igniters. Fig. 9 is a'longitudinal sectional view of one of the igniters, showing it on a scale larger than that of-the other figures.

Like symbols of reference indicate like parts in each.

The object of my invention is to provide a gas-engine of improved power and efiiciency capable of giving one explosive impulse per cylinder at each revolution. This result. is in every way desirable, since as compared with other engines in which more than one revolution intervenes between successive explosions in each cylinder there is a great loss of power and efficiency, and many of the gas-engines heretofore devised for the purpose of saving that loss have had many inherent defects, which I remedy. I eflect the desired result by providing the engine with at least two power-cylinders, so constructed and arranged as to serve not only as power-cylinders, but to act reciprocally as feeding-cylinders, each in turn receiving and compressing an explosive charge and delivering it to the other. Designating these power-cylinders as Nos. 2 and 3, the engine is capable of performing at each revolution thefollowing cycle of operadraft into the outer end of explosive fluid for cylinder 3 and next the final compression, at the inner end, of the explosive fluid received from 3; second, explosion and outstroke in 2 and instroke in 3, eflecting reciprocally the operation described aboveviz. in 2 com pression of explosive charge previously received therein and its eventual displacement into the inner end of 3 and efl'ectingin 3 the displacementof previously-exploded gas from the inner end through the exhaust and the indrar't into its outer end of the explosive fluid for 2, and next the final compression, at the inner end, of thecharge of explosive fluid received from 2.

The foregoing is a limited statement of the cycle of the enginef'which'will serve to explain its principle. A broader statement thereof is contained in the claims, since modifications may be made therein by utilizing parts of my invention, and thus pro trmto deriving its ad vantages. 7..

In the drawings, 2 3 represent the powercylinders of the engine. 9 10 are the pistons, connected with the same crank-shaft 11 and set so that they shall act reciprocally and alternately with reference to each other. Each cylinder is provided with an exhaust-port 4: 4:,

controlled by an exhaust-valve 5, the operating mechanism of which I shall describe below. Each cylinder has also at its inner end an inlet-port 6 6' for the introduction of the explosive charge and at its lower end a port 7 7, communicating with a passage 8, through which explosive gas or a mixture of explosive gas and air is introduced fromasuitable source of supply.

12 12 are ports leading to a chamber containing the igniter, which may be of any suitable construction, either an electrical igniter, a tube-igniter, &c. The ports 12 12 and the ports 6 6' and 7 7' open into a valve-chamber 13, containing a piston-valve 14:, which is common to both cylinders end is reciproceted within the velve-chember by meens of e rod 15 end com in. Seid velve hee e hollow stern.

- ehow'u. end et eech end thereof e heed with 5' I'll porte 17 17', edepted to register when v indilerent poeitione simultaneously with the "-"portafi i' or with the ports 76' end. to consome witheech other by wey oi the i= in the hollow .velve-etem. At the up gper: end ;.the velve'hee eleo enrfece ports or 18.18.- edepted et diflerent positions theftfelvqr'ee'pectively. toeonnect the inletport-B yith theigniter-port .12 end the inletpart6 withthe ig'nlter-port 12'. At the outer end of} thevelve is e port 19, which extends 9' through the velve-heed to 8. This port is edeptedjtq rezi'ster'with the P011677, respectively ietji diflerent positions f the velv'es strokeend toeonnecttheaemewith eeid chum {show the engine with the .perte the poeition-which they occupy when hee'feompleted ite'outetroke end the pistonloheeeo'mpleted itsinetroke. Attheee 'tions -the velt e hes moved e'inlw m 6' of the cylinder 8-with its 2' end .-the explosive charge in throughieeid mrts. "'is exploded end immed etelypropels the' ipis ton '10 outward. the pur- Ojeitdulteheoheiwinoving inward. Yery ehortlyjefter the ei:ploeion 1 the velve 14 moves downvgerdlysoeetoednnectthe port 7 of the li'- er-fiwith jthe port'lflend peasage 19' of I liliwlb mmunioetion with the ex 8:I;but theport '11 is then not 1-lllql b er8-= %1.No mh pi pr d in its inetmlte the suction 'genereted by its inwerd motion will drew: into the outer end'of the cyl- Inder 9 e quantity of explosive gas from the 45 :upply 8; end ettheinnpr end of the cylinder 2 the exhenst-velve 5 h'eving been opened) the j i'..-r:'.:oltc'0f the piston I: xpelsthe previouslyr1. o h -i charge.- Simultaneously with the indreitof thtcx pioeivec -nrge into theouterend 5- of the cylinder% the outstroke of the piston 10 compresses within the outer end of itscylinder the cherge of ex losive mixture. (which had previously been d rewn into its outer end from the Pupply, 8.) The care which actuates the 55 ;mei n valve 14 is so timed th'et when the piston hes eufliciently to raise the pressure of e ex loeive mixture et the outer end of i the cyli er 3 tothe desired degree (say about sixty pounds) the velve shifts and brings the ports7'17' end the orts f and 17, respectivcly, into register. whereupon the com pressed explosive mixture isdieplaced through the poru 7"]7', holiowjvelvc-stenl. end porta l7 6 into the inner end of the cylinder 9.

. where it in further compressed by the comthe estoeonnsct the eoentoeon'v thecylinder8.commnniceting withthe igniter oi iseidcylinder onthe outer side'- nnicetion'with the port 7' of the 100.9 BEST AVASLABLE CU? pletion of the'inetrolte of the pieton 9 lmmedietely efter the beainning of.;the inflow of the cherge into the cylinder Qthe exheuet' velve-ol thet cylinder is closed 5 piston 9 ha reeched the limitofiits inetroke 10 end the piston 10 the limit of ite'ouuttrolw. the velve 14 it eiiilted by ite-cem mecheniemeoeetohrih 'the 18 intoeommunicetion with ig'niterrt 12, thereby ceusi endexp ion otthecherze in the ouuttrolte of. he teneoue instroke ofpiston 9 it compresses et thereinto on been closed by theshiftinz of; the ports 6 end 'Z' were connected t ro n- 'i point et which themixtureie} pressed the veins is shiftedg by porte fore expleined end to eeuee v i v. imwgflm inner end of the cylinder'ag up the port 19 into 7'. end thereupon .theploe'ive cherge nto & inder' 3 through the while from the inner "end 'o previonslyexploded i pox-a s-z by wey of municetion with explosion teltee tion ehove explsmed ere repeeted. ",Thenso nd' eround or neerly erou is brought opposite thereto end the explosion occurs the impetus of the expl'oion is exerted upon nearly all parts around the periphery of the valve at the pine opposite the port of the cylinder wherein the explosion occurs.

The mechenism which I preferto ueein opcrating the exheuet-velvee is shown in Figst W inlet-portemdwiththe' .t e izniuomass cyl inder2. ilOOlt9{lDd-th simnl-- l0.-'-l During the tiretperiod ofthe ontetroke otthepietou; v

I the outetgendgof. the cyl-j qinder the explosive cherge whichjwe's drs'wn the inmokotit 'r hui lvelyewheni.

the hollow velve-etemjin like -menner es-hr Jhiring the first art of the inatroke of the pistonlli) the 393% remeteqwiththeport,

the 1 mm the port 6";whe'renpon the piece end the cycles of operethe,

1 and 2. Each valve has a projecting stem 20 20 and a spring 21 21, which normally keeps the valve seated. A rock-lever 22 has its arms set opposite to the valve-stems and is oscillated by means of a cam 23 on the engine-shaft, connected therewith by suitable rod-and-lever mechanism 24, the cam being timed so as to rock the lever and to open and close the valves at the proper point in the cycleof the engine, as above explained.

The cam for operating the engine-valve is arranged in a new and improved manner. Said cam 16 has a radial slot by which it is fitted on one of the cranks 25 of the engineshaft. The slot is made somewhat wider than the crank, so as to permit the cam to be adjusted laterally thereon, and the cam is held in such adjustment by set-screws 26. The setting of the cam on the crank affords a very strong and compact construction.

The igniter mechanism which' I prefer to use in connection with the engine is shown clearly in Figs. 1, 8, and 9. I prefer to use it in connection with the igniter-valve mechanism above described, which brings the igniter-port into communication with the cylinder at the proper instant before its closing. The igniter mechanism consists in an electrical igniter the terminals of which are provided with mechanism for making or breaking contact in order to cause the ignitingspark and which are also adapted to be moved when in contact with each other by motion other than that of themakc and break of contact, so as by abrasion to keep the contactsurfaces clean and to prevent the accumulation of a film of oxid, which by insulation impairs the efiiciency of the device by rendering its sparking uncertain. The igniter mechanism also consists in certain other features of construction, among which is an electrical igniter having contact-terminals, one of which is concave and the other of which is adapted to fit within it. This construction causes the terminals to center in their contact, to wear evenly when rotated, and to maintain their proper shape. This constitutes an item of great practical importance in the operation of the engine. In the drawings, 27 represents the fixed igniter-terminal, and 28 is the other terminal, which is set in its case so as to be movable to and from the end of the terminal 27. It has a spring 29, which normally keeps its en in contact with the end of the terminal 27, and the terminals projectinto the igniterchamber 30, as shown in Fig. 8. They are preferably set in a movable box or casting 31, which can be taken as a whole from and set into a cavity in the frame of the engine, as shown in Fig. 6. 32 represents the wires leading from the igniter terminals to the dynamo or other suitable source of electricity. Each cylinder of the gas-engine is provided with its own igniting mechanism, and in each the terminal 28 is adapted to be SEST AVAILABLE COP moved back at stated times from contact with the'otherby means of a rock-shaft 33, having projecting arms 34, each of which fits around and is adapted to move a stem of the ignitertcrminal 28 of one of the igniting devices. The lever 34 is not connected positively with the igniter-stem, but is forked and [its loosely around the same in order to have some loose motion. Consequently said lever will move freely to some extent Without moving the igniter-stem; but near the end of its stroke it engages a head 34: on said stem, striking it with a sudden blow, and thus breaking the contact suddenly. This construction is desirable, because by it I am enabled to effect the spark at the precise instant when it is desired. The shaft 33 is rocked by a rod 35, extending from a crank on the rock-shaft to the rock-lever 22 of the exhaust mechanism or other suitable moving part of the engine, controlled, by cam or otherwise, so as to effect the separation of the terminals at the proper instant to produce explosion. Independently of this motion required to separate the terminal 28 from the other it has another motion, preferably a rotating motion on its longitudinal axis, which may be conveniently effected by a small crank 37, Fig. 9. The meeting ends of the terminals are preferably respectively concave and convex, and if occasionally while they are in contact the terminal 28 be rotated the friction of the meeting surfaces will cause an abrasion, which will keep the surfaces clean and will render the sparking action certain. The separation of the terminals need not be accomplished bya longitudinal motion, since the same principle of construction may be modified and applied to igniters having terminals difi'erently operated. Instead of rotating the terminal rod 28 by hand it may be connected by suitable connecting devices to one of the moving parts of the engine, and thus rotated mechanically either continuously or intermittently. In order to exclude dirt, I prefer to cover the outer end of the igniter-stem by a removable cap 39, which fits over a chamber 38, into which the stem projects.

The cylinders of the engine are provided with suitable water-jacket spaces, through which is maintained a circulation of water in order to prevent overheating of the parts. As I do not claim herein the arrangement of such water-spaces, I shall not particularly describe the samc, although they are shown in the drawings. The engine may also be provided with other usual appliances-such as governing mechanism of any suitable type,

&c. which I need not particularly describe.

The advantages of my invention will be appreciated by those skilled in the art.

\Vithin the scope of my invention as defined in the claims many modifications in the form, construction, and relative arrangement of the parts may be made. Each claim defines an item of invention unlimited by qualifications expressed in other claims.

I ClftilYl- 1. A gas-engine having two power-cylinders, each of which communicates at its outer end with an inlet for fluid to be used in effecting explosion and with the inner (explosion) end of the other cylinder, each of said cylinders being adapted thereby to receive a charge of such fluid and to compress and deliver it to the other cylinder, a valve controlling the ports at the inner and outer ends of the cylinder and having a passage through it for passage of explosive mixture, said valve being so timed in its motion as to connect the outer end of one cylinder with the inner end of the other, after the explosive charge has been compressed in the flrstnamed cylinder, and to open the port at the inner end of the one cylinder at substantially the same time with the opening of the port at the outer end of the other cylinder; substantially as described.

2. A gas-engine having two power-cylinders, each of which communicates at its outer end with an inlet for fluid to be used in effecting explosion, and with the inner (explosion) end of the other cylinder, each of said cylinders being adapted thereby to receive a charge of such fluid and to compress and deliver it to the other cylinder, and a piston-valve having a hollow stem aiiording connection between said cylinders byway of said hollow stem, said valve being a single-valve mechanism with heads and ports at each end; substantially as described.

3. A gas-engine having two power-cylinders, 2 and 3, and a hollow valve affording a connection between the inner and outer ends of said cylinders respectively, and affording also a connection with an igniter-port, said valve being so timed in its motion relatively to the motion of said pistons that the following cycle shall be effected at each revolution: first, explosion and outstroke of piston in 3, and instroke in 2, effecting in the outer-end of 3 compression of explosive charge previously received therein, and its subsequent displacement into the inner end of 2, and effecting in 2 the displacement of previouslyexploded gas through the exhaust and the indraft into the outer end of explosive fluid for cylinder 3, and next the final compression, at the inner end, of the explosive fluid received from 3; second, explosion and outstroke in 2, and instroke in 3, efiecting reciprocally the operations described above, viz: in 2 compression of explosive charge previously received therein, and its subsequent displacement into the inner end of 3,.and effecting in 3 the displacement of previously-exploded gas from the inner end through the exhaust, and the-indraft into its outer end of the explosive fluid for 2, and next the final compression at the inner end of the-charge of explosive fluid received from 2,the charge being admitted into the inner end of the one cylinder at substantially the same time with its displacement from the outer end of the other; substantially as described.

.In testimony whereof I have hereunto set my hand.

FRED E. YOUNGS.

\IVitnesses:

W. B. CORWIN, H. M. CoRwIN.

Images