US811809A - Explosive-engine. - Google Patents

Description

E@ ses. Y i PATENTED FEB. 5; m5 J. A. MLLIAMS. EXLQsvs ENGINE.

APELIGATQI IlLE SEPT. 27. 1904. Y

'EETSf-SEEET 1v G4 Y /L i YEl Il gw Ii UU Vim WMF-l EVATENVVTBD FEB. 6,

EXPLOSIVE ENGINE. i

mpmenwx NLRB SEPT, 21, 19134,

. an exploslve-engine which While bein and the connecting JOSEPH A. WrLnraMs,

PATENT OFFICE.

OF CLEVELAND, OHIO.

exPLoslve-snems.

Specification' of Letters Patent.

Patented Feb. 6, 1906.

Application filed September. 1904. Serial No. 226,119.

To all whom it may concern.-

Be it known that l, JOSEPH A. WILLIAMS, a citizen of the UnitedStates, residing at Cleveland, in the county of Cuyahoga and State of Ohio, llave invented a certain new and useful Improvement in Explosive-Engines, of which the following is a full, clear, and exact description, referencebeing had to the accompanyingl drawings. i

The Object of t is invention is to provide simple in construction shall be economica in use and r lar and certain in its action. l accomp ish these results by providing a separable combustion-chamber and arranging a scavenging charge of compressed air which yflows from the crank-chamber through the combustion-chainber after the firing and entirely clears out the combustion chamben This insures certainty in action of the engine and increases the .efficiency and economy` by preventing contamination of the fresh charge.

My invention may besummarized as oonsisting of the Ineens employed to attain the.

above ends, as hereina ter more full expiained and as definitely set out in the c aims. In the drawings, Figure 1 is a longitudinal central section through the c linder and valve-chambersof myengine. view thereof. Fig. 3is 'a side elevation of the' engine at ri ht angles to Fig. 1, and Fig. 4 is a section of t e up er part of the engine substantially on the e 4 4 of Fig. 2. The same letters of reference designate the same art of each figure.

Re errin to the arts sente the cy 'nder o the engine. In this c linder slides a reciprocating trunlr-i iston l -rod'C connects t e iston with the cran 'i in the chamber a, w 'ch is closed about the lower end of the cylinder. A water-jacket af is shown around the up er portion of the cylinder. 'At the upper en of the cylinder, above the piston, is an extension or. hood D, which, as shown, is a separateY part secured to the cylinder. This hood and the plate d held in place thereby actv as a head for the cylinder. small space d', which constitutes the admise sion-chamber.- Air andI asare sucked into the same at the pxrl'olper tune through a suitable openin ci. e most of the space between the p ate d and the upper end of the hood is devoted to a series of' combustionvalve.

ig. 2 is atopv by letters, A repre` Within the head is a chambers. In the drawings two cembnstion chambers di* d* are shown, being separated from each other b the partition d 5.

Ere resents a bonnet, which is ,shown as secure to the side oa hood D and carries an e and the exhaust-pipe through the O penin amber with the lowermost combustwn c through a passage-Way e.

The valves are all of the puppet type, bein held te their seats by springs f an opene positively by cam-levers. F is the adnnssiom valve. F and F2 trolling the combustion-chambers. F is a` valve controlling the scavengingx charge, as hereinafter explained, aniLF* is t The stems of these valves have heads f,f", f 2.,. and f respectively, which are adapted to be en aged and depressed b f the for- Ward ends el levers G, G', G, and These levers are all operated Il? cams suitably placed on a cam shaft which receives motion from the crank-shalt. The gearing shown between the cam-shaft and the crankshaft consists of a bevel-gear h on the end oi thefcam-shaft, a meshing gear j' on a lagshaft J, the lower end of which carries t e beve-gear j', meshing with the bevel-gear i* on the 4crank-shait I. This mechanism rovides ineens for ositivel opening the va vesJ as desired, accor in to the adjustment of the cams on the cam-s ait H, as will be readily understood. Fig. 1 shows the piston in the position at the end of the compression-stroke, the charge being fully compressed into the ,combustion-chamber ready for firiplg.

The speed of the ,engine isl reg ated by governin in the manner hereinafter explained t e amount of opening of the admission-valve F. To insurethe roper cornpression of the mixture with its varyingy amount, I vary the combustion-chambers. As shown, there are tivo parts to the combustion-chambers, and the valve F operates, as hereinafter explained, to shut oil' or leave connected the up V er chamber as desired. If less than one-'ha of the full charge is drawn, the valve F* is seated during the com ression and lil-ing strokes, thus restricting t e combustion-chamber to the lower compartment d. If, on the other hand, 4more than one-half of the full charge is drawn in then the valve E? does not seat and both chambers d and d* aroused as combustion-chambers. The two exhaust-chamber e, which communicates with e exhaust are double seat-valves conr IOO - stroke.

combustion-chambers are to be taken as illustrations of two or more chambers, as becomes desirable in ractice. When two chambers are employe the charge may be compressed into the whole compressionspace or one-half of it. If three chambers be employed, the regulation is more close and the charge may `be compressed into one-third of the space, two-thirds of the space, or the whole of it.` As shown in Fig. 1, both of the combustion-chambers are in use, the valves F F2 being off their seats, the .remaining valves all closed. At this point the charge is ex lolied by a spark caused by the igniter L, w ich is placed in the lowermost combustion-chamber. This eXplo'sion drives the piston downward and compresses into the crank-chamber the air below it. As the piston reaches the lower end of the stroke and starts on its expulsion-stroke the cam acting on the lever G* opens the exhaust-valve F* and the charge is expelled through the exhaust-passage e. Just as the piston reaches the extreme upper movement on the expulsion-stroke the cam acting on the lever G forces the valve F tightly against its seat and holds it there thro hout the admissionfrom its seat, as shown in Fig. 1, the charge 4 being thus compressed into the two compression-chambers, or this valve Fl may be on its seat, restricting the compression to the chamber da. A suitable check-valve M, opening Iinto the crank-chamber, allows the admission of air thereinto on the upward stroke of the piston. To rovide for the corresponding control of t e admission and combustion chamber valves, I have the followin mechanism: Mounted above the hood is a rock-shaft P, which is under control of the operator by suitable means, as illustrated, b the rock-lever mounted on said shaft.

Xtending upward) from the shaft is a rockarm p', to which is connected a bar p', which extends beneath a yoke in which the bear- 4ing g' of the cam-lever G is slidably mounted.

The bar p* is inclined on its under face, and a sprin g presses the bearing g upward against said ar. direction to force the bar p into the lyoke Q, the bearin gqis forced downward, w erefore the lever when `acted on by its cam forces During this a mission-stroke thev Now if the lever p is pulled in the4 farther downward the stem f a of the valve F, opening that valve wider, thus inereasin the amount of char e admitted. Loosely ournaled on the roc -shaft P is a awl p. pin p4 extends from the rock-shaflt) throu h a s ot p6 in the hub of this pawl. This resu ts in alowing independent movement of the pawl and rock-shaft to the extent of the space provided by the slot p5, but compels the two to rotate in unison with any further movement of the rock-shaft. Now during the first positions of the lever p-that is, those at the right of the positions shown in Fi S-the incline of the bar p2 is depressing ut slightly the bearing g and the cam-lever G o ens the admission-valve for something less t an onehalf the full admission. In; these first positions of the lever p the pin is against the forward wall of the slot p5 an holds the pawl p3 out of action. The spring around' the shank of the valve Fz is thus enabled to hold thisvalve against its seat, shuttingr ofi the upper combustion-chamber and restricting the compression to the lower chamber d3. When the ever p is moved into its positions Vfor greater speed, (being those at the left of that shown in Fig, 3,) the wedge-bar p2 forces Adown the bearing q sufficiently so that the admission-valve is opened much wider by the cam-lever. This also swings the pin p4 away from the end of the slot p and allows the nose p7 on the upper end of the pawl to s ring over the head of the stem of the valve 2. As soon as this valve is depressed, as it is always during the scavening operation, the spring 718 insures the pawl assuming this position when the position of the rock-lever allows it.

It will be understood from the above description that the amount of charge may be regulated to a nicety by the lever p or its equivalent and that as the charge increases at a certain oint the size of the combustionchaniber is increased. In the embodiment Shown this point is at half-char e, anything less than half-charge using on y the lower chamber da and an thing more than halfchar e using both c ambers. The arm G', Whic operates the combustion-chamber valve, is itself a rather stiff leaf-s ring, re- Sulting in the valve F being snug y seated when the cam closes it.

I claim- 1. The combination with an explosive-engine including a cylinder and a se arable stationary combustion-chamber, o means for forcing a scavenging charge ofA air through the same at a time when the combustionchamber is not in communication with the cylinder.

2. In a four-cycle explosive' nlgine', in cornbination, a cylinder, a separa e stationary combustion-chamber, and exhaust-passage for the cylinder leading from said combustion-chamber, and means for forcing a scav- IOO eng' chege of elf through seid combus eion-c iember et e eriod o lle cycle when the engine is not ex austing.

3. in an explosive-engine, in oombinetion, e cylinder, e, stationery combustion-chamber, e valve between the saine and the cylinder, and ineens for forcing Vthe eil' through 4he combustion-chamber when Seial valve is closed.

4. in en explosive-engine, in combination, e cylinder, a crank-casing connected thereto, e sepeeoe stationary combustiomchember, e passe ewey leading from the meek-chember to t e combustion-chamber, and e' valve for controlling seid passage-way, i

5. ln en explosive-engine, in combination, a. cylinder, a stationery comnnetionehember, a, valve for controlling communication between the two, ineens for forcing e Scavengng charge through the combustionchember, a valve for controlling Such char e,

and Ineens for opening seid valve when t e combustion-chamber valve is closed.

6. 1n en explosive-engine, in combination, VV

a cylinder, e crank-easing connected therein, e separate stetionex'y combustion-chamber, a.

assege-Way leading from the crzmk-ohiifVVV er to the combustion-chamber, e scaveng ing-valve for controlling said pa,esege-Wey,Ye,VVV the combustion-chambefl and cylinder, a Valve controlling en opening;

pertion between i partition, end Ineens for opening the scavenging-valve when the lest-mcntioner valve is closed.

2f'. in en explosive-engine, in combination, a cylinder, e combestion-cheeber dvfled in seid into compartments, e. valve for controlling communication between the compartments, means for admitting e scavenging charge into the complrtment farthest from the cylinvder, and Ineens for simultaneously holding open the velve between the compartments! and the ezcit-velve'rom the compartment nearest the cylinder,

S. In en explosive-engine, in eonenineiion ecylner, 'e closel erenk-ceeieg eonneeee therewith,V erplnrelity of combustion-chembers commemeeiiin@ with each other and one commneieefmgwix the cylinder, en ignite? in the colnbnstion-cliember Whici communicotes with'he'cylinder, a velved exhaust peseege-efey from said combustion-chamber, YIneens eontrollin communication between the combustion-c embers, e velved passageway from the ereneoasin leading into the combnsenhembelg forties-xt from the igniter te admit e scevenging charge of air thereto.

3. In en explosive-engine, in combination, eeyiner, e stationary combustion-chamba; (a valve conrolln communication between the two, ecrenk-s aft, mechanism o ereted the motion thereof to operete sei valve, emi Ineens for forcing a. seevenging @herve frlinongi .the combustion-chamba when t e e'lee closed. A Y f fnfesfiinony whereof I iieeente eix my Y signature in the resence of tive Witnesses.

Y FGSEPH A. WLLIAMS.

Witnesses ALBERT H BATES, B. W. BRooKETT.

Images