US841830A

US841830A - Internal-combustion engine.

Info

Publication number: US841830A
Application number: US25633905A
Authority: US
Inventors: Frederick Wackenhuth
Original assignee: Individual
Current assignee: Individual
Priority date: 1905-04-19
Filing date: 1905-04-19
Publication date: 1907-01-22
Anticipated expiration: 1924-01-22

Description

PATENTED JAN. 22, 1907.

P. WAGKBNHUTH. INTERNAL comnusnon ENGINE.

APPLICATION FILED APR. 19. 1905.

ATTORNEYS WITNESS:

UNITED STATES PATENT oFri-c FREDERICK WACKEblHUTiiI NEW JERSEY. lhilTEfi NAL-cQmBUsjllON'ENGINE.

no. 841,830. a

To all w/wm it r n/ay concern:

Be it known that I, FREDERICK WACKEN- HUTII, a citizen of the United States, and a resident of Newark, in the county of Essex tion of the fresh charge by the products of previous combustion Within the cylinder.

The'inven'tion involves various other features' of major or minor im ortance, all of which will be fully set forth ereinafter, and particularly pointed out in the claims.

-Reference is had to the accompanying drawing, which represents as an example the referred embodiment of the invention, whic drawing is a vertical section of the engine, illustrating by'broken lines the governor and valve operating devices.

According to "the form of the invention here illustratedthe engine is provided with a shaft 11. I I

12 indicates a connecting-rod which is joined to the crank and to across-head 14, the cross-head operating-in suitable guides, one of which is shown 'at 15 in the drawing.

. 16 indicates a piston-rod attached to the cross-head, and 17 indicates the body of the piston, which operates in the cylinder 18.

1-9 indicates the c finder-head.

20 indicates a hal -s eed shaft driven from the crank-shaft 11 an carrying any suitable.

der an annular gutter 24 is formed adapted r to contain a lubricating liquid fed b a connection 25, located under a suitab e reservoir or dronner 26-. The body ofthe piston Specification of Ilettars Patent.

Application filed April 19,1905. Serial No. 266.889.

. stantly lubricating the same.

frame 10, on which is mounted the crank.

may be of any desired material, but preferas t e piston rises a certain quantity-of the liquid is elevated with the dipper, and upon the succeeding downstroke the inertia of the lubricantcauses the dipper to leave the lubricant and the side of the piston throws the lubricant out against the cylinder, thus con- Patented Janfia, 19.07. i

ably of porcelain, and below the packing-rings an annular diplper 28 is arranged. The dipto enter the gutter 24 when The body I'E'of the piston is rovided with two valve-seats 29 and 30 in 't e upper face thereof, and below these valve-seats a number of ports 31 are formed which com inunicate with the valve-seats and form passages through the body of the piston. The

v ve-seats 29 and 30 are concentric, and coacting with. these seats is a valve 32, which has a concentric inner and outer sln'face arranged to coact with the seats 29 and 30, as

shown. The web of the valve 32 isformed with ports 33 therein, and the valve has a stem 34,'which plays in the rod 16 and in an opening in the shield 35. Said shield 35 is fastened to the body of the piston b means of bolts 36, and the shield is preteraly constructed of three sheets or laminations, the

bottommost one of which is formed of steel, the middle'one of asbestos, and the up er one of iron. Said shield protects the va vs 32 from the intense heat in thecombustion chamber of the engine and also serves to limit the opening movement of the valve. The shield is perforated to permit air to flow freely throng it from the ports 29. When the piston descends upon the suctionstroke, the atmospheric pressure lifts the .valve 32 from its seat and permits air to flow through the lower end of the cylinder and eat the valve into the working chamber. n connection with this valve it will be ob served that by furnishing the valvewith two seats and permitting the fluid to how around the outer edge of the valve and throu h the opening 33 a double passe. e is given or the air, giving large areas an permitting great volumes to pass the valve in agiven time. Fastened to the body 17 of the piston out side of the valve, 32 is an annuiar case 37', formed of sheet-steel and filled with a mass 38 of asbestos. From this case '37 an an' nular shield 39? rises, this shield having a diameter slightly less than .thd-rnaxirnum enter a corresponding cavity in the cylinder-head 19, Without, however, contacting withthe. side walls of the said cavity.

a hen e43 on the cylinder 1,8. Said parts '41 an 43 are provided with annular flanges 44 and 45, of which the flange 45 has a tapered-edge'andthe flange 44 a groovededge receiving the point of the flange 45, so as to form a tight connection between the cylinder and its head. through the medium of these parts. Said parts are relatively thin, however, and owing to this permitting the radiation of a minimum amount of heat from the cylinder-head of the cylinder. Within the ribs 44 and 45 a mass 46 of asbestos is arranged, and this asbestos is confined bya narrow annular rib 47, projecting outwardly with the inner sru'face of the case 37, forming an essentially pear-shaped chamber, as the drawing shows. The combustion-cavity 48 of the c finder-head has an asbestos lining 49, con 'ned by a sheet-steel covering 50. This prevents the dissipation of heat from the combustion-space. 51 indicates a port formed in the cylinder-head and adapted .to communicate with a source of air under pressure, this port leadin to a chamber 52in the cylinder-head direct y above the shield 50. Formed integral with or fastened to the shield is a combustion-tube 53, Which is formed of iron or steel or other suitable material and Which communicates with the chamber 52 by openings 54 in the top of the tube. Said chamber communicates With the top of the cylinder-head combustionspace by means of openings 55 and is pro vided at its lower end with interior prongs 56, which in the operation of the engine become incandescent for the purpose which i will hereinafter appear.

57 indicates the source of fuel, Whichin the present instance is supposed to be liquid fuel, such as kerosene oil. This passage 57 is controlled by a check-valve 58, which 0 ens into the pump-chamber 59. In this chamber a plunger 60 operates. The pumpplunger is driven from the device 22 on the shaft 20 through a suitable connection (indi: cated by the broken lines 61)and a vibratin link 62, in which a slide 63 is. arranged, said slide being in connection with one of the plunger-driven elements 61. The link 62 is slotted to receive the slide 63, as indicated at 64, and at the inner end of said slot an en largement 65 is formed, in which the slide isadapted to be received. When the slide is in position Within this enlargement 65 of the slot 84, free movement of the link will be permitted without driving the pump-plunger. By adjusting the slide to other positions be varied so that a larger or smaller 791mg},- tity of fuel is forced from the chamber 59.

66 indicates a governor of 'anyj desi'red type and which is operated in synchronism with the engine and connected to the slide 63, so that the stroke of the fuel-pump is under the control of the governor. From the pump-chamber 59 a passage 67 leads to a crossing passage 68, formed vertically in the cylinder-head and leading to the upper end 7 of the combustion-tube 53.. The passage 68 is fitted with a plug 69, and this is formed with a groove 7 0, running longitudinally from the passage 67 to a point near the combustion-tube 53. At this point the plug 69 is formed with an annular groove 7}, communicating with the groove 70, and below this groove the 'end 0 the-plug is reduced, leaving a minute tubular passage between the reduced end of the plug'and the surrounding walls of the passage 68. It will be observed, therefore, that upon the pumping stroke of the plunger 60 a quantity 0 forced through thepassage 67, rcove 70, and into the groove 71, and from t is groove the fuel will be forced in a tubular spray into the combustion-tube 53. Upon the suctionstroke of the plunger 60 a quantity of fuelis drawn past the valve 58 into the pump-cham-' ber 59, and this suction-stroke of the plunger 60 is arranged to take place synchronally with the suction-stroke of the Workin piston 17 so that the pressures on the liqui uel in the chamber 59 and passa as 67, 70, and 71 are balanced and the ins. will not at this period flow into the cylinder. Passing from the chamber 52 is an exhaust-port 72, which I leads into a chamber 73. formed in the cylinder-head. In this chamber operates a iston-valve 74, having a frusto-conical su ace bearing against a seat 75, formed'at the lower end of the chamber 73. This valve, it will be observed, is balanced in so far as concerns the pressure Within the working cylinder and may be freely opened Without overcoming said pressure. From the lower end of the chamber 73 a port 76 passes, conducting the exhaust to the atmosphere or to any other desired point. Formed in the cylinderhead, near the bottom of the combustion chamber 43 thereof, is a port 7 7, which crosses the annular chamber 40 and is normally closed by any desired means-for example, by a plug 73.

In the operation of the engine, assuming the parts to be constructed and assembled as above described, the piston shouldbe moved to the bottom crank center and the plug 78 removed A quantityof liquid fuel should be forced under a pressure of any desired sort through the

passages

57, 59, 67, 70, and 71 into the combustion-tube 53, and a vol ume of air should be passed under pressure through the passage 51 into the chamber 52 along the link the stroke of the plunger may 7 fuel will be ble mixture, which may be ignited through the port 77. This mixture will burn with a blue flame, the products of combustion passing out through the open port 7 7. This op eration should be continued until the com- .bustion-tube becomes incandescent, whereupon the flame should be extinguished and the air-supply cut oil from the port 51. Then upon operating the engine a quantity of fresh air will be drawn into the cylinder past the valve 32 and the pump will spray the li uid fuel into the incandescent combustiontu e. The air will circulate into this tube through the openings 55 thereof, and the fuel will be ignited. burning with a Bunsen flame. In the operation of the engine the rongs 56 are subjected to the heat and will msure the ignition of the fuel. After the fuel is cut ed the gases of combustion expand in the cylinder, im 'iarting'the working stroke to the piston. The piston then returns and the valve 74 is opened, forcing out from the cylinder the products of combustion. excepting such as lie in the combustion-chamber of the en-' gineQ Upon the following downstroke of the piston the valve 32 is lifted and a quantity of fresh air is admitted to the cylinder below the small quantity of burned gases left in the combustion-space. Upon the first part of the compression or return stroke of the piston the exhaust-valve 74 is again opened, so as to permit the rest of the burned gases in the cylinder to be expelled. After this is done the exhaust-valve'is closed, and the compression of the air within the cylinder follows until the piston reaches the top center and a second charge is admitted, the o eration being then re eated as before descri d.

hile the engine is articularly intended for liquid fuel, as descri ed, it may by immaterial alterations be transformed into a gas or even pulverized-fuel engine.

Having thus described the preferredform of my invention, what I claim as new, and desire to secure by Letters Patent, is

.1. An internal-combustion engine having a liquid-fuel pump arranged to discharge such liquid fuel into the working cylinder, 9. working piston operating in the 'worldng cylinder, and means for driving the pump in synchronism with the working piston to cause the pump and workingpistons to exert their I suction-strokes simultaneously. 1

2. An internal-combustion engine having a working cylinder,- a working iston operating therein, a pump-chamber aving. valveless communication with the Workin cylinder, a plunger operating in-the cylin er, and

means for driving the plunger, said meanscausing the pump-plunger to exert its suction-stroke simultaneously'with the suctionstroke of the working piston.

3. An internal-combustion engine having a combustion-tube therein adapted to receive the fuel atone end, and to discharge it into the working cylinder at the other end,- said tube having an air-inlet opening. adjacent to the receiving end, the tube also having an interior prong adjacent to its discharge end.

4. An internal-combustion engine using a liquid fuel, having a fuel-inlet passage and a plug in the passage, the plug having along-itudinal groove leading to the discharge end and an annular groove communicating with the first-named groove and located adjacent to said discharge end, the end of the plug beyond the annular groove being reduced and spaced from the walls of the passage, forthepurpose specified.

5; An. internal-combustion engine having a cylinder and cylinder-head,- one ofsaid parts having an annular rib, and the other of said parts having an annular rib with a groove in the edge receiving the edge of thefirstnamed'rib.

6. An internal-combustion engine having a cylinder and cylinder-head, one of said parts having an annular rib, and the other of said parts having an annular ribwith agroove in the edge receiving the edge of the firstnamed rib, whereby to join the head and cyl-' inder, and the'head having a second annular .rib inwardly of the first-named rib forming a space adapted to receive a non-conducting material. r

7.. An internal-combustion engine having a piston with an annular metallic case attached to the face thereof and adapted to receive a I non-conducting material, and an. annular shell adapted to receive fuel atone. end and discharge it from the other end, said tube having interior metallic prongs, for the purpose specified, located directly adjacent to the discharge end of the tube.

10. An internal combustion engine using a liquid fuel, having a fuel-inlet passage, and a plug in said passage, said plug 'aving a groove therein leading to the endo the lug adjacent to the working cylinder oft e engine, and. said end of the plug being reduced to space it from the walls of said passage.

1 1; internal-combustion engine having a cylinder, 8. cylinder-head formed with a combustion-chamber therein, and with an annular cavity outward from the combustion-chamber and communicating with the cylinder, a working piston operatin .in the [ing a combustioncl1amber therein, anannucylinder, an-annular metallic shell astened lar cavity outward from the combustionto the pistonand adapted to entersaid annular cavity of the cylinder-head when the piston is in its inner position, a non-conductmg material lining the walls of the combustion-space of the cylinder-head, and a sheetmetal covering for retaining said non-conducting material.

12. An internal combustion engine having a cylinder, a cylinder-head formed with a combustion-chamber therein, and with. an annular cavit outward from the combustion-chamber and communicating with the cylinder, a working pistonoperatin in the cylinder, an annular metallic shell astened to the piston and adapted to enter said annular cavity of the cylinder-head when the piston is in its inner position, a non-conducting material linin the walls of the combustionspace of the cy inder-h'ead, a sheet-metal covering for retaining said non-conduct ingmaterial, and an ignition-tube located in sald combustion-space and adapted to receive the fuel as it is entered thereinto, said ignitiontube being sustained by the said sheet-metal covering.

13. An internal-combustion engine having a working cylinder and head, the head having a combustion-chamber, a non-conducting material-lining said chamber, a'sheet-metal covering engaging the non-conducting material to retain it in place, and an ignition-tube located in the working chamber and sustained by said metallic covering.

14. An internal-combustion engine having a working cylinder and head, the head having a combustion-chamber therein, and an I s l chamber, a non-conducting material lining the combustion-chamber, a sheet-metal covering holding said material in lace, an ignition-tube located in the com ustion-chamher and sustained by said sheet-metal covering, an annular metallic case attached to the face of the piston and adapted to contain a non-conducting material, an annular metallic. shell projecting from the case and adapted to enter the said annular cavity of the cylinderhead, the piston having a port therein inward of said annular metallic case, and an auto matic valve commanding the )ort and opening into the combustion-chain er.

16: An int ernal-combustion engine having a cylinder, a piston operating therein, an an nular metallic case attached 'to the face of the piston and ada )ted to contain a non-conducting materia the pislonhaving a ort therein inward of/said annular case, an an automatic valve commanding the port and opening into the combustion-chamber of the engine.

17, An internal-combustion engine having a cylinder, a piston operating therein, an annular metallic case attached to the face of the piston and ada ted to contain a non-conducting materia, the piston having a port therein inward of said annular case, an automatic valve commanding the port and opening into the combustion-chamber of the engine, a erforate shield located opposite the valve 0 the piston, and means for attaching said shield to the piston.

18. Aninternal-combustion en ehaving a working cylinder and piston, 13%: cylinder having admission and exhaust also having a starting air-admission port to permit heating the interior of the cylinder and an auxilia exhaustort for the gases of combustion uring the eatin of thecylports, and a inder, and a valve commanding t e main exhaust-port.

In testimony whereof I have signed my name to this specification in the presence oftwo subscribin witnesses.

FRED RICK WACKENHUTH. Witnesses? ISAAC B. Owens, JNo. M. BITTER;