US868301A - Explosion-engine. - Google Patents

Description

UNITED STATES PATENT OFFICE.

HEINRICH SHNLEIN, OF' WIESBADEN, GERMANY.

EXPLO SION-ENGINE.

To all whom it may concern:

Be it known that I, HEINRICH SHNLEIN, a subject of the German Emperor, residing at Wiesbaden, Germany, have invented certain new and useful Improvements in Explosion-Engines; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to letters or figures of reference marked thereon, which form a part of this specification.

My invention relates to explosion engines, of the type commonly designated as gas engines and more particularly to that class known as two-stroke cycle engines, in which a power stroke occurs at each revolution of a crank shaft, and the invention has for its object to cnhance the economy by preventing losses of fuel and this is arrived at, irst, by the provision of a reservoir for the combustible part of the charge, whereby said charge is prevented from entering the charging pump; second, by the provision of a cut-off valve or an equivalent device to control the exhaust port of the engine in addition to the piston control ofsaid port, whereby direct losses of charge are avoided.

Referring to the drawings, in which like parts are 'similarly designated-Figure l is a vertical sectional view of an engine embodying my invention. Fig. 2 is a section of the fuel chamber shown in a suspended position. Fig. 3 is an enlarged view of the cut-off valve of Fig. l. Figs. 4, 5 and 6, show sections of modified forms of exhaust valves.

The engine consists of a power cylinder 1, in whichv operates a piston 2 connected to the crank shaft 3 by means of a piston pin 4 and connecting rod 5. The lower end of the cylinder and the crank are surrounded by a casing 6, which carries the main bearings for the crank shaft and is substantially air-tight. This casing in connection with the lowei` end of the piston 2 is'destined toact as a charging pump for the power cylinder and Awill hereinafter be referred to as the pump. A duct 7 connects the pump chamber with an inletport 8 of the power cylinder; this:,port enters the cylinder just above the edge of the piston when it is at the limit of its out or power stroke.

On the piston is formed a defiecting ridge 9. At any suitable part of the duct 7, preferably opposite the port 8 and in alinementtherewith, is the outlet 10 of the reservoir ll and at the opposite end of th'e reservoir is an inwardiy opening, spring seated inlet valve 12. This valve is either operated'automatically by the suction in the pump chamber or as the case may be, by any suitable actuating mechanism, not shown. The inlet port being in alinement with the outlet port, the opening and closing of the valve 12 is insured and renders unnecessary the provision of any actuating mechanism.

Specification of Letters Patent. *Application filed September 29,1904.. Serial No. 226,549.

Patented Oct. 15, 1907.

A port `13 is formed in the cylinder wall and adapted to be uncovered by the lower edge of the piston 2 when the charge is compressed and serves as an auxiliary air inlet for the charging pump. Instead of this port or in connection therewith inlet valve 15 may be provided. In some structures it may be advisable to omit the port 13 altogether. Substantially opposite the port 8, but somewhat nearer the closed end of the power cylinder is located the exhaust port 16, controlled by puppet valve 17 guided in a suitable casing 18 that has an outlet 19. The valve 17 is mechanically controlled by any well known mechanism, not shown.

The explosion end of the power cylinder 1, as well as the valve casing are surrounded by a jacket for the reception of cooling water and in the end of the power cylinder is a suitable igniter, here shown an electric igniter 20.- i

The reservoir 1l is of such size as to receive a Charge of fuel and it may be placed in an upward position with the inlet valve 12 ou top, as shown in Fig. 1, or in a suspendedposition with the inlet valve 12 at the bottom, as shown in Fig. 2. For such gaseous fuels that are of less specific gravity than air, I prefer the upright form, as in Fig. 1, while the suspended form in Fig. 2, is advantageous for use with gases heavier than air. By this arrangement the property of the reservoir to retain the fuel and prevent its entrance in the charging chamber is enhanced and the fuel will remain near the inlet valve 12. The openingI 10 is substantially in open communication with the duct 7 and therethrough with the`charging pump, serves alternately for the entrance of air and the exit of gas mixture.

The exhaust valve 17 may be of various types, but while I prefer the mushroom type, I do not confine myself to this type of valve, as any other shape may be substituted, as for example, the plaimpiston valvey 25,

Fig. 4, having a longitudinal Inoton and controlling a circular opening 2]., or a valve such as shown in Fig. 5,

. its open position, so that the rear face of the saine is pro-- tected from the hot gases.

The operation of the engine is as follows: Supposing the combustion chamber to be filled with explosive mixture and the piston in its innermost position, the

mixture is ignited by the igniter 20, and the piston 2 driven downward on its power stroke. During this stroke the valve 17 is withdrawn from its seat, exposing the full area of the exhaust port 16. When the bottom ofthe piston uncovers this port, the yet highly tensioned waste gases escape rapidly out through the opening 19. As soon as the pressure is suliciently reduced within the cylinder, the valve 17 is closed. Shortly thereafter the piston uncovers the inlet port andthe compressed chargev rushes into the combustion lchamber, guided upwardly by the deflector 9 on the piston 2; The piston then starts on the compression stroke, first covering the port 8 and the port 16, and the charge is com- '15, if the engine is provided with such, to open. 'Fuel enters the reservoir 1l and the additional air necessary for the formation of the charge rushes in through the valve 15 and the port 13 when lthe latter is uncovered by the lower edge of the piston. During the out-stroke of the piston, the `inlet valve 14 or 15 closes, port 13 is covered and the contents oi the charging pump are compressed, air is thereby driven through duct 7 into reservoir l1, where it mixes with .the rich mixture or gas therein, while part ofthe compressed air is forced in the vicinityof port 8 forming any air cushion in front oi the gaseousportion of'the charge'. When port 8 is uncovered bythe piston, air rushes in, :first to cool the h ot gases in the cylinder and prevent premature explosion.

The gas mixture then expands and follows the air into l the cylinder. These operations are repeated on both ends of the piston at each revolution of the shaft.

As has been stated the reservoir serves to store up the fuel during the suction and compression strokeof the pump and this arrangement has the following advantages:

1. The crank chamber contains only pure air and if for any reason it is not perfectly tight only air will leak out and not fuel. Y

y2. As no fuel enters the crank casing it cannot be deteriorated by the mixture of particles of grease and oil.

3. The lubricant is not rendered useless by the action of the liquid fuels. I

4. 'The dust contained in gaseous fuel is not carried down in the crank casing, but is retained in the reservoir, whence it may be cleaned out occasionally. In-

creased friction and destruction of the bearing' surfaces are thus prevented.

5. If h/eavy fuel oils have been vaporized within the reservoir bythe aid of heat, the vapors are not lrecon- `densed by Contact of the large cool surfaces of the pump. 4b 6. Chemical action ofthe fuel on the faces of the cyl- A inder and piston is excluded as Vaporization takes place in the reservoir and only ready made mixtures `are permitted to enter the combustion chamber.

Having thus described my invention, what I claim as new therein and desire to secure by Letters Patent, isz- 1. In an explosion engine, the combination with a power cylinder, its piston, inlet and outlet ports; of a -pump chamber at one end of the piston, a passage connecting said pump chamber with the inlet port of the cylinder, a reservoir adapted to receive the combustible part of the charge and having an ope'n connection with said passage, an inlet valve for fuel in said reservoirand a cut-off valve to controithe exhaust independent of the control of the exhaust port by the piston, substantially as described.

2. In-a two-stroke explosion engine, the combination with a cylinder, a piston therein dividing it into an explosion chamber and a pump chamber, and inlet and outlet ports controlled by' the piston, of a reservoir for the 65 reception'of gaseous fuelthe position ot which is dependent upon the gravity vof the fuel used, an inlet valve in said reservoir operable by the piston and a valve controlling the exhaust opened and closed before the inlet port is opened by the piston and a recess to receive said valve, said valve when opened adapted to seat in the recess, thereby removing .the rear face of thepvalve from contact wi h the exhaust gases. I

3. In an explosion engine, the combination with a cylinder, having inlet and exhaust ports, a ,piston in the cylinder to divide-it into a power chamber and a pump chamber and controlling said ports, a reservoir to receive a quantity of the combustible suiiicient for a charge, a

passage connecting the pump chamber with the inlet port and reservoir, said reservoir" filled by the suction of the piston and the charge therein compressed by air from the pump chamber, the outlet of said reservoir in alinement lwith the inlet port and in communication with said passage, whereby an air cushion will be formed in front of the charge contained in the reservoir, substantially as 85` described.

In testimony that I claim the foregoing as my invention, I-have signed my name in presence o! two subscribing witnesses. v

HEINRICH sHNLnm Witnesses:

JEAN GRUND, CARL GRUND.

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