US885313A - Two-cycle explosion-motor. - Google Patents

Description

. .s 13. PATENTBD APR. 21 1908.l

No 85's B. M. AsLAKsON; Y

TWO OYOLE EXPLOSION MOTOR.

APPLIOATION FILED DBO. 9, 1905. 4 SHEETS- SHEET 3.

WITNESSES INVENTOR l y mi@ wa/4M. 23%@ l fyfww No. 885,313. PATENTED. APR. 21, 1908.

i B. M. AsLAKsoN.

TWO CYCLE EXPLOSION MOTOR.

APPLICATION FILED nso. o 1 o5. 9 4 SHEETS-SHEET 4.

u WITNESSES I/LOINVENTOR i BAXTER M. ASLAKSON, OF SALEM, OHO.

TWO-CYCLE EXPLOSION-MOTOR.

Specification of Letters Patent.

Patented April 21, 1908.

Application filed-December 9, 1905. Serial No. 291,053.

To all whom 'it may concern.'

Be it known that l, BAXTER M. AsLAKsoN,

a citizen of the United States, residing at Salem, in the county of Columbiana and State" of Ohio, have invented certain new and useful Improvements in Two-Cycle Explosion- Motors, of which the following is a specification.

The invention relates to explosion motors and has for its objects; to provide a two-cycle motor of such sim le construction as to be adapted for use wit i the poorest kind of fuel without clogging or accident; to provide a motor whose motor cylinders are entirely valveless; to provide a motor in which the products ofcombustion are forced out and the cylinders scavenged by pure air; to provide a motor in which `the ure air for scavenging precedes the gas an revents any escape thereof at the-exhaust efore compression, andV to rovide a very inexpensive motor that shal be reliable under the most unfavorable circumstances. The preferred forms of engine are shown in the accompanying drawings in which- Figure 1 is a transverse cross section through the cylinders with most of the other 'applied in the preferred way to use with a compressor;

Figure 3 is a plan view of the engine as shown in Figure 2, with the` parts above the line (3) (3) broken away in order to more clearly show the crank connections;

Figure 4 is a side elevation of a modified constructionv of the `engine as applied to a com ressor, in which view a part of the guides for t e cross head are broken away in 'order to show such cross head;

Figure 5 is a lan view of such of the engine shown in yFigure 4 with the parts above the line (5) (5) broken away to more clearly show the construction, and

Figure 6 is a transverse section through a modified form of engine of a type particulary adapted to marine work.

- he engine is primarily designed to be used in blast-furnace work and to be operated by waste products from the furnace. Because )of the poor quality of the fuel the engine must be of a type adapted to run properly under the most unfavorable,v circumstances. The engine is particularl designed with this idea in'view, and as wil be found from the of the cyulinder 7 is desi Asion of t further description, the construction of the motor is exceedingly simple, and valves-in the motor cylinders are entirely done awa with for the reason above indicated. It Wi be understood, however, that the motor is adapted for other kinds of work than blast furnace, and in fact is rticularly adapted to marine work in whic construction and reliable operation is .desirable. It will also be understood that other and better fuel than waste products from furnaces may be used with a correspondingly a motor of simple' increased efficiency and increase of power,

and of course in marine work other fuel such as gasolene for instance is used. When used in blast furnace work the motors are ordinarily intended to operate tubs or compressors, the air being stored in a reservoir after compression and subsequently used in the furnace in the usual way. I have illustrated my motors as connected up to vertical compressors in two Ways, but it is evident that other connections might be used and that the compressors might be arranged horizontally without in any way modifying the invention.. As shown 1n the drawingsfthe motoris rovided with two parallel cylinders 7 and 8. hese cylinders carry elongated pistons 9, 10". (See Figure 1.) The pistons are connected to piston rods 11, which pistonrods are, as shown in Figure 2, connected to cross heads 12 in the usual manner. The crank shaft 13 is. providedwith a pair of cranks 14, which cranks are placed relatively at the same angle with the crank shaft' and are connected to the cross heads 12 by means of the connecting rods 15. The crank shaft is provided with a ily wheel 16 in the usual manner. It will be noted from'theconstruction thus far set-forth that 4the pistons 9 and 10 are connected for synchronous and uniform movement, that is, both pistons advance at the same time and similarly move backward at the same time. As'shown in Figures'l to I5, inclusive, the cylinders 7 and 8 are formed o uniform size from end to end, and the pistons 9 and 10 traverse only a portion of the len th of these cylinders. The forward untrave ed portion of the cylinders constitute compression chambers in which gas and air areto be compressed. The rearends of the cylinders are connected by means of the archedcliamber 1 7. tion chamber for the motor. The forward end ned for thecompres.- e `airto be use l and has a connection This chamber 17 constitutes the igni- 18 for supplying fresh air, which connection is provided with a puppet valve 19 for allowing ingress of air andpreventing egress thereof,

and also has a connection 20 shown in dotted end. The forward end of the cylinder 8` comprises the gas compression cylinder which cylinder is connected at one end with a gas supply by means of a pipe 23 having a puppet va ve 24, simil-ar to 19, and also has a connection with the gas port 25 in the cylinder 7 by means of the pipe 26 which has connection' at its forward end with the forward end of the cylinder 8 (see Figure l). As shown, this connection is a pipe but it is apparent that if the cylinders 7 and S'were cast integral such vconnection might well be a longitudinal passage in the casting itself, connecting the two desired points. the motor is by. the port 26 located in the cylinder 8 in such a position as to be uncov` ered by the extreme forward stroke of the piston 10. The operation of the device as thus far described and shown in Figure 1,v is as follows Starting with the pistons in the positions shown in Figure 1,- a mixture of gas and air is compressed in the chamber 17 and ignitation occurs, tlie expansion of the gases forces the two pistons 9 andI 10 simultane-' ously forward, which motion as the pistons approach the forward end of the stroke un cover thee-Xhaust port 26 and the airport 22,

allowing the products of combustion to es-A cape throughthe exhaust 26 and at thesame time a fresh charge of air which has been compressed in the forward end of the cylinder 7 to enter the cylinder 7 via the passage 20 and the port 22. The admission of this pure air serves to force out the products of combustion, the arched shape ofthe back of the ignition chamber permitting a ready flow in the proper direction. A slightly greater movement. of the pistons serve tofuncover the port 25, vthereby admitting -through the" passage 26 andport 25 the compressed charge of gas from the forward end of the cylinder 8.

Itwll be seen that the charge of air from the port 22 constitutes a cushion etween the products of combustion and the charge of as. fromthe port 25, thereby preventingan eakage of gas through the port 26. Itw' l also -be noted that the'pressure from the air port 22 serves to force out the products of combustion and. to scavenge the cylinderswith-a charge of pure air. The pistons are now at their extreme of forward movement and on the back stroke cover up the ports 22', 25 and 26, and compressthemixture of gas The exhaust for..

both of 'the and air in the cylinders, and when they reachf the point lshown in Figure 1 are ready for ignition and another cycle` of movement as liust described. 4 I have shown in Figures 2 and 3 the motor as applied in the preferred way to the operation of a lcompressor or tub as it is called in blast furnace work. As here shown,` the compressor is arranged ver tically with a compression cylinder 27 over each crank of the engine, (see the dotted circles in Fig. 3). The engine cranks are con? nected by means of the connecting rods 28 and cross heads 29 to the piston rods 30 of the compressor pistons. have shpwni'n Figure 3 the reservoir 3-1v in which the compressed air from the compressor is stored. l lhave also shown a pipe 32y leadi 5to, the

- passage 20 in the cylinder 7. The `o ject'of this connection is tojprovidela means for augmenting the volume of air admitted' tothe port 22. Under certain conditio'ns'the amount of air admitted -through the conf.I nection 18from'the. outside air is sufficient'- to properly scavenge the cylinder and supply the necessary amount of air for combustion, and any additional supply such. as that from the pipe 32 is unnecessary, but under other Y conditions more air is necessary and the pipe 32 supplies it. My invention also con# f templates supplying theair from the pipe. 32 alone`and omitting the construction for supplying air by compression inthe forward end of the cylinder 7.v It is desirableto reduce the pressure in the pipe 32 and also tov proy vide means in the' pipe .32 whereby air is admtted to the passage 2O only at stated inter'- vals, and for these' purposes respectively a throttling or reducing valve 33 (Fig, 3) is provided, and the piston valve 33. (see Figs.A 1 8c 3). This valve is operated by the eccentric 332 on the crank shaft 13 and comprisesy l a casing 333 connected at both sides with the pipe 32 and having'the ports 334 controlled; y the piston 335. The construction is ar-` ranged so that the ports are uncovered at the same time that the piston uncovers the port 22, It is immaterial which'of the two ,cylinders is used for compression of gas and which for air. v The arrangement shown may be reversed. f

InY Figures 4 and 5 I have shown a modification of the arrangement of the enginev and its .connections to the compressor.` Inthis 'Los form it'will benoted that the cylinders are one above the other instead of side byside and that one. cross-head 34 is used yto which iston rods are connectedl and.

that only'a single compressor cylinder 36 is used, thereby somewhat reducing the number of parts andV simplifying the construction. y n A In Figure 6 I have shown still another form of engine and one `which is particularlyadapted for marine fv'ork;V It will be seen` that in this construction .the piston rods 37 -are connected pivotally'inside the pistons at 38 and that cross-heads are dispensed with,

,the other end. of the piston rods connecting the other side constitutes the space for the gas. As shown in this figure,"41 is the airort,.42 the gas ort and 43 the' exhaust port. he operation o the machine is precisely the same as that .of the motor shown in Figure l and the port connections (not shown) from the air and gas spaces res ectively to the ports 41 and 42 may be eit er by means of pipes 'or by4 connecting openings in the castings themselves. As shown in this figure andalso in Figure 1, the` forward -end of the exhaust port 43 is on a line with theA forif desire this may bemodiiied and the orts arranged so that the forward edge o theA lport 43is uncovered a short space of time efore the forward edge of the port 41.

Having thus described my invention and illustrated its use, what I claim asnew and desireto secure by Letters Patent, is the following;

1. In combination,l a pair of cylindeis, one .of which has a. gas compression chamber at its forward end, andthe other an air coml:pression chamber at itsl forward end, admission means therefor, a port connection from each `chamber to the intermediate part of the air admission port 41, but4 one of the cylinders,l additional means for supplying compressed air to the port for compressed air, an exhaust port atthe intermediate part of the other cylinder, an ignition chamber connecting'the rear ends of the cylinders, pistons in the cylinders connected for s nchronous movement and adapted on the iorward stroke to uncover the air, gas and exhaust ports, and at other times to keep such ports covered.

2. In combination, a pair of cylinders, one of`which has a as compression chamber at its forward en and the other an air .compression chamber at its forward' end,

admission means therefor, a port connection 4from each chamber to the intermediate part of one of the cylinders, additional means for supplying compressi 'i1 air into the port for compressed air comprising a connection to a source of supply 'provided with an automatically operated Valve, an exhaust port at the intermediate part of theother cylinder, an igpitionchamber connecting the rear ends 'of t e cylinders, pistons in the cylinders connected-for synchronous movement and adapted on the forward stroke to uncover the air, gas and exhaust ports, and at other times to keep such ports covered.

Intestimony whereof I have hereunto signed my name in the 'presence of the two su scribed witnesses.

BAXTER M. ASLAKSON. Witnesses:

JAMES C. BRADLEY, F. E. GAITHER.

LI (l

Images