US888374A - Explosive-engine. - Google Patents

Description

PATENTED MAY 19, 1 908:

' H. O. WESTENDABP. EXPLOSIVE ENGINE. APPLICATION FILED APR. 14, 1905 6 SHEETS-SHEET 1,

Indehtor n {MA I m I I Q 7 W2 ,4 fifl M/ JQ W @TW)! ObvOdes tendaflo witnesses:

NO. 888,374. PATENTED MAYlQ, 1908.

' H. 0', WESTBNDARP.

EXPLOSIVE ENGINE.

APPLICATION FILED APR. 14 1905,

6 SHEBTSSHEET 2. J7

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PATEN-TED MAY 19, 1908.

In dent QT? P. r a d n e .w s e y r w H H. 0'. WESTENDARP. EXPLOSIVB ENGINE.

APPLICATION FIL"D APE 14,1905

(minke H, 0. WESTENDARP.

PATENTED MAY 19, 1908.

EXPLOMVE ENGINE.

APPLICATION FILED APRJQ, 1905. 6 SHEETSSHEET 5.

4 lndenb or, "Henry 0. @estendarp N0. 888,374. .PATENTED MAY 19, 1908.

' H. O. WESTENDARP. EXPLOSIVB ENGINE. APPLICATION FILED APR.14. 1905.

e SHEETS-SHEET s.

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(.Ditnes'ss:

-eflicient means for scavenging the cylinder.

ports.

l 'l NITED STATES PATENT OFFICE;

HENRY 0. WESTENDIARPPOF LYNN, MASSACHUSETTS, ASSIGNOR ro GENERAL ELECTRIC f COMPANY, A conronariox or NEW YORK.

EXPLO SIVE-ENGINE.

Specificatioxyof Letters latent.

. PatentedM Iay 19, 1908.

' Application filed April 14, 1905. serial No. 255,5;0.

1'0 alt whom it concern:

Be 1t known thatI, HENRY 0. Where:-

DARP, a citizen of the United States, residing.

at Lynn, county of Essex, 'S tate of Massa 'chusetts, have invented certain new and useful Improvements in -Explosive-Engines, of

{which the followin is a specification.

der is scavenged at -t e endfof the power stroke by-a charge of air, andthe fuel charge injected into the cylinder after the scavenging operation and closure *of the exhaust It has for its object to provide simple and andsupplying the fuel charges thereto. Y {Ei n' carryingout the invention, Lemploy a cylinder having suitable exhaust ports and 'separatefuel and air admission ports which are adapted to be closed and opened at suitable intervals with respect to the niovements of the piston. I Th'e air for scavenging "the cylinder. may be derived from any suitable. source, greferably an air-pump drivenby the crank-s aft of theengine, and delivering to the air-admission ports. In order to supply the .fueli with sufli'cient force to insure complete mintuie with the residual air in the cylnin'denit ishinjected at a pressure considerably above. th t of the a1r. One. convenient naethod'ofdoing this is to-convey a charge of airgat. the desired pressure, or' compression,

" through a suitable vaporizer, whereby the produce when mixed with t e air in the cylinair picks up the required uantity of fuel to deracombustible mixture ofthe proper proportions. The fuel eonveying air charges may be supplied by the scavenging pump or otherwise, and by means-of .a niechanicallyactuated valve between the vaporizer and the fuel-admission ports, the fuel charges are injected at the proper period. The fuel is fed automatically as by gravity, and for this .urpose I employ a float feed carbureter.

his is arranged so'that the fuel-conveying aircharge is passed through the same and thereby incorporates a quantity of fuel in passing. Between the vapor chamber of the carbureter or vaporizer and the fuel supply tank an equalizing conduit is provided so as to obviate differences of pressure between them which would cause irregularity in the feed of the fuel. When the lighter hydroi carbon fuels are-used, such as gasolene', the fuel charges may be admitted to the exploor alcohol, the fuel withthe conve gpharge of air is preferably passed throng a suitable sion cylinder;

tion, attentionis directed to the following de sion cylinder at ordinary temperatur.- In the case of. the heavier fuels, such as kerosene heater before being mjected'mto the explo- For ,a detail understanding of=the invenscription, taken with-the aocom anying draw ings, andto the claimsappen ed thereto--- cycle' e 'ne, ;with the carbureter and the fuel suppy'system ap' lied thereto; 2 is a sectionofihe car ureter and adjacent;

parts of the engine, showing the valve arthe fuel-admission valve, gprtions of the engine bei broken away;' ig 4 IS a central section o a two-cylinder engine embodylng' 6 are respectively'aside and af ront e eva tion of the two cyhnder engine, with portlons withone of the cylinders broken away to show the carbureter and the fuel-admission 'gle cylinder engine.

I have [elected to illustrate'the invention in connection with a differential area piston and cylinder construction, in order to compump. This arrangement, however, is not constructions may be employed. .Referring,to.E'gs. 1, 2 and 3, 1; represen the explosion cylinder, 2 the pump cylinder,

and 3 the .difl'erential areapiston working in the cylinders, which is-of the trunk type and.

su orting brackets 9. he explosion cylinder, which 1s shown of broken awa ;.Fig. 7 is aitransvetse section on line 9 9, ig. 4; Fig. s is a side eleyatlon,

valve mechanisin; and F s19 hndJO'are. central sections of-mod1fie forms of thesin- Referring toithefdtawings, yvhieh al =trate one embo iment of the lnv'ention, F1g-. ure-' 1' isa sect on of-asinglecyhnder two r'angements; Fig. 3 is a side elevation 'of the engine showing the actuating mechanism for '75 certain features of the invention; Fi s:5 an

bins in a single structure the engine and airnecessary to carry out the invention, as other 105. the opposite sides of the. pump cylinderaarethe water jacketed type, is provided htits forward end with three rows of ports,-viz:

admission ports are uncovered to permit a scavenging charge of air to enterand drive out the products of combustion. ThlS Y leaves the'cylinder filled with substantially pure air into which the fuel chargeis injected at the time the piston on itsin-stroke hascovered the exhaust ports.

The pump is arranged to supfply the for' or conveylng scavenging the cylinder and the fue charges thereto. For this purpose thedisplacement of the pistonisso proportioned as to provide air at the requiredpressure and quantity. The air charge is drawn in through an intake 14'which is controlled by'a suction valve 15, shown indotted lines, Fig.1. Separate discharge portslfi and 17 are provided; the first of which is'arranged at a point corresponding to a definite part of the piston stroke, say about three-fourths,

and the latter ports are arranged atithe end ofthe pum cylinder. By this arran ement part of t e air chargeis delivered tirough the ports 16 to a receiver 18 during the first portion of the stroke, and the remaining part of the charge is delivered through the ports 17 to the vaporizer 19 during the last quarter of, the/stroke. The connection between the pump and the air receiver is controlled by a discharge valve 20 which can be adjusted so as to open at any desired pressure. The air receiver ispreferahly cast integral with the pump cylinder 2 and is connected with the air-admission ports 12 by a conduit 21. This conduit is formed inthe walls of thereceiver and the cylinder 1 and is inclined toward the head of the latter so as to deliver the air in a direction to facilitate complete scavenging. A barrier; 22' is'providedon the head 4 of the piston to assist in directing the course of the entering air.

The vaporizer or carbureter 19 is'preferr ably of the float feed type, comprising a float chamber 23 and a vapor chamber '24 con- 'nected iherewithby a conduit- 2-5 which conveys fuel to the latter chamber, Fig. '2. The

outlet end of this conduit terminates in an annular port in the seat 27 of'the inlet-valve 28. This valve is adapted to'opcn unr'lei the pressure of the air delivered by the pump, and the air in passing between the valve and sure complete commingl' can be picked up by t its seat takes up the fuel from theannular; port'hnd incorporates the same. The-airxis supplied to the carbureter through a passage- 29 cored out in the wall of the receiver and connected through a coupling 30, which is locatedebetween the vapor chamber 24 and the passage. The outer end of the passage is tapped and the coupling screws into the same, the latter also screws into the tapped lower end ofthe vapor chamber of the carbureter. The carbureteris thus supported close to the engine cylinder soas to be heated thereby. That portion of the wall of the vapor chamher on the discharge side of the inlet valve is jacketed so that exhaust gases may be passed through it if desired, The inlet valve is seated by a spring 31 whose tension is such as to yield under the pressure of theair delivered by, the pump-only during the last quarter of the stroke.- In other wordsyits tension is'greater thanthat of the. spring of the discharge valve 20. I v

The vapor chamber 24 is connected with 'thefuel-adrnission ports by a pipe or other conduit 32, which is controlled by an admisplacement of the um pisto over the last 3 quarter of its 'stro e, t at th air delivered tothe vapor chamber will b Under a 'co m-' pression to a considerable d gree above atmosphere so that when-the;.fuel-admission valve 33 is opened, the fuel 0 arge is injected into the cylinder with suffic ent force to inof the charge with the residual scavenging air in the cylinder. In order to insure a regular feed of fuel toithe float chamber 23 an equalizing pipe 37 5 is provid'edbetween the va or' chamber and. the fuel tank38 (shownpartlybroken awayin Fig. l). The fuel feeds by gravity through a supply pipe Q9 which terminates at its lower end 111 a valve port, Fig. 2', that is controlled the outlet valve 28, is regulated by a valve 42 1 15 located in the conduit '25. This valve is so adjusted that the re uisite amount of fuel he air delivered by the pump to constitute the fuel charge. v The invention is not limitedjto the paticular carburet er illustrated because it is obvious that other forms of carburetors might be I used. Assuming the engine to be 1n operation .thepiston is passing its outer dead center,

having finishedthepgfig strolce,. The prod ucts- -ofrombustion are eXhausting by. virtue of the. exhaust ports being uncovered and the air being injected into the cylinder through the uncovered air-'ad11iission.

other mechanism; The fuel charge in the moves inwardly it ports for scavenging. At this time the pump cylinder is filled with air, and the vapor chamber of the carbureter contains the next fuel charge under ressure. As the piston st covers the air-admission ports and the exhaust ports, and immediately following this the fuetadmission valve is opened by means of the eccentric or vapor chamber is thus released and injected into the ex losion =cylinder 'under its own ressure. he stream strikes upon the eaf:

er on the piston and is forcibly-deflected into the air iii the cylinder, intimately mixing therewith. The piston proceeding on its instroke, compresses the mixture and at the propertime the same is i nited .by the sparker 43; and the impulse From the explos on produces the power stroke. Simultaneously with the in-stroke the pump delivers 'first, to thereceiver, compressing the air therein, and "then to the-ya or chamber of the carbureterto produce t e fuel charge; The fuel-admission valve, bein .in the meantime closed by the eccentric, olds the fuel charge under compression in the vapor chamher, while the piston itself retains the air in' the receiver by reason of its covering the. air-.

admission orts. On. the power stroke the pump inta es a char e of air, and adjacent the end ofthe stroke t e piston first uncovers the exhaust ports,- there y letti down the pressure by'permitting exit of t e gases "of explosion, and then it uncovers the air-admission ports to ermit the air in the receiver to enter the cy inder. This completes the scavenging and the piston then begins the instroke, repeating the cycle of operation.

' -Thetwo-cylinde'r engine shown'inFigs. 4

08 is substantially similar in construction to. the single cylinder engine already described, as far as-the explosion cylinder is concerned, hence further description thereof tents of the. latter may pass freely to either explosion cylinder when its piston uncovers the ports. As the cranks-are arranged 180- degrees apart, only one pump can deliver at a time to the receiver, so that the pressure therein is never greater than the maximum -pressure of each charge delivered to the pumps. A single carbureter 71 is employed to supply the uel." This is connected with .the fuel charge and holding it under compression in the saidchamber. The'right pis-. ton is at the end of its out-stroke, the exhaust -"val seems i g l as '3 the air receiver by afconnection 72 andreceivesair directly therefrom. Between the carhureter and the fuel-admission ports 13 are separate conduits 73 which are controlled by admission valves 74, Figs. 6' and 8. The valves are opened by cams 75 .whlch 1 are. arranged 180 degrees aparton a rock" shaft 76 suitably'mounted on the engine structure. .The' camshaft 76 receives motion from the crank-shaft by means of an eccentric 77 on the latter which is connected with the cam shaft by the .rod 78 and arm 7 9. Any other suitable means may be emperiods. V

Referring to Fig. 4, .the operation is as ployed to open the valves. at proper its compression stroke and the pump delivered its air-charge to the rece ver 67 and compressed it therein. From the receiver a' portion of the air'passed to the. carbureter "sol;

follows: The left piston has just completed 71 through the connection 72 and the inlet valve in the vapor chamber, thus producing and air-admission ports are open so that the air from the receiver is passing to the cylinder. I The right pump cylinder is charged with air.- U on further movement.

of the crank-shaft, t e right piston moves inwardly covering the exhaust and -air-admission ports,; and at this uncture the fuel admission valve. 74 of the right cylinder opens to inject the fuel charge. The left piston is simultaneously moving outwardly on the power stroke and the pump draws in a charge. ,During the compression stroke of the'right iston, the right pump delivers its charge 0 air to the receiver, wherein it .1

is compressed and a portion passes to the carbureter. When the left piston uncovers its air-admission ports-the air from the re- 'ceiver is relieved or injected into the cylinder to scavenge the same. As soon as the left piston covers the exhaust ports and airadmission ports, the fuel charge is inject; i

into the left cylinder-from the carbureter and the contents of the cylinder 18 compressed by the compression stroke of the piston. The right piston at this interval is movmg chats power stroke. The left pump delivers its charge to the receiver and carbureter in order to supply the air to the right cylinder and also the luel charge at the proper interand the pistons are againin t 1e position shown inFig.4. I 4.

.. The modifications shown inFig's. Qa'nd 10 are constructions which in some respects are similar to that shown in Fig. 1f andithe-corresponding arts are designatedfby'zcorre sponding re erence characters. "'The jmodifi cation resides in the pump whic p th 5 Figs. 9 and 10, is double acting,;th1cranli-J 12o This completes the c cle' of operation casing 6 being used for compressing the air for the scavenging charge, and the cylinder 2 being used for su plying the air for convey ing the fuel from t 1e carbureter to the explosion cylinder 1. i

In Fig. 9 the pump supplies. the air direct to the carbureter where n it is held under compression until the fuel-admission'valve 33 is o ened, whereas in Fig. '10 the air is delivere to an intermediate receiver 80, as the vapor chamber of the carbureter is of comparatively small cubical contents. with this arrangement, when the fuel-admission valve 33 is opened'the air from the re-' ceiver sweeps through the inlet valve of the carbureter, and conveys the necessary fuel I esire to have it understood that the appa-' ratus shown is only illustrative, and that the invention can be carriedout by other means. What-I claim as new, and desire to secure by Letters Patent of the United States, is, 1. In anex losive engine, the combination of a cylinder having exhaust ports and separate fuel and air admission ports at its forward end, a piston in the cylinder which moves over said ports to 0 en and close them, a carbureter connecte pressed air through the air ports while the exhaust ports are open and also for sup lymg itto the carbureter to produce a uel char e therein under pressure, and means orts which holds the char e under )ressure area piston, the smaller portion of the piston l ply air to the latter to form fuel charges under 130 whic pprmits the fuel charge to pass from the car ureter to the cylinder after the exhaust ports are closed.

2. In an ex losive engine, the combina tion of a cylin er having exhaust ports and separate fuel and air admission ports at its forward end, a piston in the cylinder which moves over said ports to 0 en and close them, a carbureter counectec with the fuel ports, a pump driven by the engine for supplying airjto the cylinder for scavenging it and to the carbureter to produce a .fuel charge under pressure, a valve in the connection between the (iarbiu'eter and the fuel and a means for opening the valve shortly after theexhaust ports are closed and the pressure in the cylinder is at a n'unimum.

3. In an explosive engine, the combination of an explosion cylinder having separate air, fuel and exhaust po'rl's at its forward end, a pump cylinder, a carbureter, a differential Hence with the fuel admission ports, means for supplying com-' from the working in the explosioncylinder and the larger portion inthe-pum cylinder, means for directing a portion of t e compressed airumpto the air ports to scavenge the explosion cylinder and another portion to the carbureter to form a fuel charge therein under pressure, and means for admitting the fuel charge to the explosion cvlinder after the exhaust and air ports -have.been opened by the outward movement of the piston and subsequently closed at the beginning of its return movement.

4.'In an explosive engine, an explosioncylinder, an axally alined cylinder of larger diameter than the explosion cylinder, a trunkcylinder and forming in the larger cy inder an annular pump chamber, exhaust ports and. air ports adjacent the forward end of the explosion cylinder, which are opened and closed y the movement of the piston over them, separate fuel ports adjacent the air and exhaust ports but farther removed from the end of the cylinder, a carbureter receiving air air ports' 5. In an explosive engine, the combination of differential area cylinders, thecylinders of piston having two heads, one workm in each a smaller area having scavenging and exhaust ports, pistons working in the cylinders, the pistons and cylinders of larger area constituting air pumps, a receiver common to the pumps, connections between the receiver and the en ine cylinders for supplying air to scavcnge tnem, acarbureter, a connection between the rece ver and the carbureter through which air passes to the latter to form fu'el charges, connections between the carbureter and the engine cylinders, and means included in 'said connections which admit the fuel charges after the completion of the scavengmg and the closure of the exhaust ports.

6. In an explosive engine, theconibinatio'n of diflerential area cylinders, exhaust ports and separate air and fuel admission ports ar' ranged at the forward end of each cylinder of smaller area, pistons in said smaller cylinders which move over the ports to open and close them, pistons coffiperatingwith the cylinders of larger area to form air pumps, a doublethrow crank shaft to which the engine pistons are connected, an air receiver which receives alternate charges from the. pumps,

separate connections between the receiver 12 and the air admission ports through which scavenging charges pass when said. ports are 2 opened, a carbureter, valved connection between the receiver and the carbureter to suppressure, separate connections between the carburetor and the fuel admission ports, valves in said connections, and means which actuate said valves to admit the fuel charges after the exhaust and air ports have been closed by the pistons on their inward movement.

of a crankshaft, an explosion cylinder having exhaust ports and separate scavenging and fuel ports near its outer end, an air pump cylinder, a double area piston havin one portion working in the explosion cy inder and the other in the pump cylinder, the first portion opening and closing the ports as it moves over them, a connecting rod between the plston' and thecrankshaft, a carburetor,

scavenging ports for delivering an to scavenge the cyhnder, a connection between the a r pump and the carbureter which delivers air into and thr'ou h it to form a fuel char e, a conduit leading %r for mechanically operating the valve to ad mit the fuel charge to the explosion cylinder after the exhaust has taken place and the cylinder has been scavenged.

In witness whereof I have hereunto set my hand this eleventh day of April, 1905.

HENRY O. WESTENDARP.

Witnesses:

Jomv A. McMANUs, Jr., JOHN J. WALKER.

cm the carbureter to t e v fuel ports, a valve in the conduit, and means 7. In a two-cycle engine, the combination.

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