US891078A - Explosion-engine. - Google Patents

Description

No. 891,078 PATENTED JUNE 16, 1908.

H. JUNKBRS.

EXPLOSION ENGINE.

APPLICATION FILED JUNE 12,1905.

3 SHEETS-$112131 1.

No. 891,078. PATENTED JUNE 16, 1908.

H. JUNKERS.

EXPLOSION ENGINE.

APPLICATION FILED JUNE 12,1905.

3 SHEETS-SHEET 2.

202%? 6 5 6 6a fizz/e22 2502* No. 891,078. PATENTED JUNE 16, 1908.

H. JUNKERS. I EXPLOSION ENGINE.

APPLICATION FILED JUNE 12,1905.

3 SHEETS-SHEET 3. I

hacheu, in the invented. certain new and useful Improve- UNITED sr rgE sLrENr nueo JUNKE'RS, or Monet, GERMANY.

nxrnosron nnemn.

To all whom it may concemf Be it known that I, Hueo Jonxnns, a subject of the Kin mpire of Germany, have merits in -and Relating to Explosion-Em g ues, of wh1ch the following is aspecificer This invention has for its object the UV- ernmg and tem orary increase of the ut of two-stroke-cycle explosion-engine's with separate charging or compressing pumps. It 1s based on the fact that the duty ofthe engine is directl proportional t the weight of the explosive mixture resent 1n the worlv ing cylinder at the begm'ning of the com pression and that this weight, under other- W186 snnilar conditions, is itself rop'ortional to the pressure atwhich the filling of the wlorkmg cylinder with the mixture takes p ace.

In the drawingsf Figure l is a. diagram matlcal view of variable conditions of pressure in a cylinder of an engine showing in 'fulllines the conditions at 1.5 atmospheres initial pressure, and in dotted lines the eondit ons of pressure when the filling of the cylinder takesplace under atmospheric pressure; Fig. 2 IS-2t View partly in section of a'w'orlnng cyhnder and piston of an englue with the throttling 'dev'lccassociated therewith; Fig. 3 shows an'engine with simultaneous regulation of the exhaust and of the as pump. Fig. 4 is an engine with an giine to WhlOll gas and air can be sup lied at a gh pressure; Fig.1.?) an engine wit an auxiliary gas pipe; and'Fig. 7' an engine with an airpump of much larger sizewhich in case.

- valve 1", the gases flo w throng the exhaustof nee also pumpsgas.

Iii Fig. 1 ofthe drawing, two diagrams are shown, of which the one in dotted lines shows the pressure-conditions when filli-ng of the working cylinder takes place under atmosphelic pressure, and the one drawndn full portion to the pressure in the diagram drawn m dotted lines, as the initial pressure of the former is to the initial pressure of. the latter,

' and that'the mean pressure and. therefore the indicated power or 'dutyfin the first case is hkewlse 50 hlgher than in the second.

Specification of Letters Patent. Application filed June 12, 1906.- Serial NoQEB-LMB.

of Prussia, residing at aux ary gas and an pum Fig. 5 is an en-' I atented June 16, 1908.

workin cylinder and the. filling thereof with anew charge takes place, is altered by reguthe lating the pressure existing in the cylinder at v the end of the exhaust, the regulation being effected in such a manner that, m the normal runni of the engine, the exhaust into the atmosp ere takes place without backpressurc, while when a forced higher duty is required, the back-pressure in the exhaust passage is artificially increased. The governing of the engine from running light up to normal dut takes lace in' the usual manner.

The regu ation o the hackressure at the exhaust can be efiected as f0 ows :-Irr-the exhaust pipe, there is arranged a shut-oil de vice which is more or less closed, either by hand, or in the case where the speed of the engine is reduced, by the governor of the engine, or liy any other automatic regulating device. ig. 2 of the drawing shows a throttling device of this kind, which here consists of a balanced piston-valve f with a number of slots. The movement of the piston valve can here be effected, as shown in dotted lines by way of example, by means of a hand-lever g, or as is illustrated in full lines, the pistonvalve is connected by linkwork i to the governor h of the en e. Instead of the pistonvalve, a shut-o device of anydesired construction can be employed; even a simple throttle or butterflyevalve is sufficient, since a perfectly fluid-tight closure is not re uired. In 2, a isflthe working cylinder an I) the workm' PiStonytheexhaust of the engine takes p ace byway of example through theslots' 0, when the latter'are uncovered by the piston, into the exhaust casin d. From the .pi e 6 into the atmosphere.

jg. 3shows an 'Oechelhause'r and. Junkers engine with pistons adapted to run in oppos site directions. .f The 'fly-Wheel and gearmg and also the small valves of the pumps are not shown here, in order not to interfere with working pistons, c theexhaust ports, 0 the gas-inlet, c". the air inlet, cl the exhausticasmg, 2 the exhaust pipe, f the throttle valve, h

the overnor, i, i. and i the link work which actuate's the throttle-valve and the valves 0 andp, and. in this manner controls the scavenging air and the gaseous mixture.

is a'pump, the left-hand side of which right-hand-side the normal amount of as; l

is an auxiliary pump, thev sides of whic act like the pump 7c and which is always at work; m is the air and-n the gas-suction pipe, from which the normal and the auxiliary pumps are sup lied. v

0 an p are slide-valves; when they are open, the gas and air from the auxiliary pump return through the by-pass conduits g and a" into the suction pipes m and n, if on the other hand, they are entirely or partially closed, the gases pass through the check valves u '0 into the main air and gas pipes w, m and from there through the ports 0 a c the working cylinder a.

. s and t are the suction pipes of the auxiliary um k W en by reason of overloading of the engine the speed sinks, the weights of the governor fall and throttle the exhaust-pipe and at the sarnetime also the air and-gas bypasses of the auxiliary pump, so that the additional air and gas can enter the working cylinder.

It is more advantageous to arrange the throttling device in the exhaust pipe behind the exhaust casing, than between the latter and the engine, although the latter arrangement is permissible.

It is clear that, with artificial increase in I the back-pressure, a complete scavenging must nevertheless take place and moreover, when there is a higher exhaust pressure, the

pressure of the scavenging air must also be correspondingly high and the quantity thereof as well as that ofthe fuel must be correspondingly-high, in order to fill the working cylinder at the higher pressure. quirements can be ulfilled invarious ways (1). The charging or compressing umps are made sufficiently large to enable t em to supply the increased amount.

(2). The pumps have only the size required for normally working and on increase of the power, the extra amount of gaseous mixture needed is rovided by a separate pump'or a blower, w ich'is driven in a similar manner to the ordinary char i'ng or compressing pump or device, either cm the engine itself or m any other. suitable manner, for example,

' from the shafting or other transmission gear ing, or by a separate engine, and can either continuously run light or be thrown into gear simultaneously. with the throttling device by the governor or by hand.

(3). The uinps have 'the'size re uired for and in the case 0 an extra the gas and an to the pum s with a prelimlnary compression at a big er pressure than the atmospheric. The driving can take place as m the previous case, the air can for example be taken from a blower. v

(4). The increased supplyof fuel can be into These re;

provided in the normal or standard fuel pumps by adding fuel of a higher heat value m a gaseous or liquid form (carbureting).

e normal wor g, while the airump itself, or in combination with an aux' iary device, corresponds to the increased duty andthe amount of gas required for the increase in the power is simultaneously drawn in by the air pump. i

In 3, 0, is the working cylinder, in which the two'pistons t t move in o positedirections and towards the end-of t eir travel uncover the exhaust-ports c the air admission-apertures c and the gas-admission apertures 0 (Z is the exhaust-chamber, e the exhaustpipe, f 3 the throttle valve'of the exhaust, h the overnor which is controlled bv means of the inkwork i i i simultaneously with the throttle-flap p and in this manner regulates the pressure at which the working cylinder gas pump is of suflicient size for is charged with explosive mixture and also the amount of fuel.

k is a pump, the left-half end of which su plies the scavenging and charging air and t 'e right-hand side su plies the gas.

m is the air an vn the gas suction pipe, in which the throttle-flap 10 1s arranged. w is the pipe-which conducts the as to the working cylinder; 00 the pipe whic conducts the air to the working cylinder.

The pump is is made sufficiently large to supply the amount ofgas and air required for increasing is continually at low duty escaping throu whichis then quite open.

the duty. This amount of air being pumped, the excess air 11 this case, t e

throttle-flap in the gas pi e is entirely or partially closed, so that o y a small quantity of gas is drawn in. If the duty required of the engine increases'above-the normal, the adjusting mechanism of the governor h de-v scends and'opens the throttle flap 3 the same time it closes the valve to such an extent that the exhaust gases all escape from the cylinder at a highpressure; the excess air does not, however escape but remains in the cylinder and in combinatlon with the larger amount of fuel, yields a more powerful explosivemixture than at normal running, whereby the duty ofthe engine is increased. g i

In Figs. 4 to 7, corresponding reference lettershave different superscript figures; so far as they-are not specially reference letters-in the preceding figures.

The constructional form in Fig. 4' differs from that in- Fig. 3 in that the 'air and gas pump 7c has only the size necessary for normal working,

tionalamount of an and gas required; In

h the valve and at.

and an auxiliary pump ,1 is; rovided which is constructed like the pump ZSand at increased duty supplies the addl explained, they have the same meaning as'the corresponding the pipes connecti' from the blast pipe of a b the auxiliary pump with the ipes so an w, there are arranged check va ve's a, 'v. The auxiliary pump" '1' draws air through the pipe u out of the pipe at and draws gas through the pipe 15 out of the pipe m. The auxiliary pump is always running and since, during normal running of the engine, the auxiliary pump to pump neither gas nor air, by-pas's conduits g, r are provided, which are connected to m and n respectively, valves 0" and 1) being inter calated therein. In the normal running of the engine, the valves If, 0 p are opened, so that the working cy inder at atmospheric pressure is only charged by the pump k. In the maximum duty of the engine, 0" and p are entirely and f is partly closed, and the amounts thrown by the pump 1 pass through the valves 11;, 12 into the pipes 11:, w.

In the engine shown in Fig. 5,.there is shown a normal gas and air pump F; at increased duty, the additional amount of gas required is sup lied from a blower 2 to the gas pum un or increased pressure. The additiona amount of air required is in this case taken through the pi e 'm for example last furnace when the engine is erected in a smeltering works. In the pipe m there is a pipe 0 the blower 2 is in communication through the pipe a and the valve p with the gas suction pipe. if, in which there is a check valve g In the air suction pipe 'In there is a check valve 'y A hand lever g is connected through the hnkwork i with the valves 0 and p and also through i with the belt striking gear of the blower 2 in such a manner that 0 and g are opened'and at the same time the blower 1s thrown into operation. In this case, the

pump k receives gas and air under a high pressure, which is prevented by the yalves yf and g from escaping from the suction pipes m and n.

The engine in Fig. 6 also has a pump 7c of normal size. The additional amount requ red at duty of the engine is obtained, as'in the engine in Fi 5, through the pipe in and valve 0 from t e common blast pipe of the works, the additional amount of gas duty is required, w

"of gas, while t e gas pump k is only of the size' required for normal wor A pi e n, in whichthere is a valve 12 unites t e gas-plpe n to the air-pipe m. The valve 1) is opened by the overnor 72. when a. hi h e the valve f is part y closed.

Figs. 3 w 7 are any intimate to SHOW the" nost important cases of How my engine may 'follow directly from the main types set forth. 4

What I claim as riiy invention and desireto'secure by Letters Patent, is':

1. The comb-nation in a twms'tfoke cyan internal combustion engine, of a working cylinder to which a combustible mixture is supplied from a separate compression or charg mg pump, an exhaust conduit communicating with said cylinder, a throttling device in said conduit, and means for controlling said throttling device, the working cylinder being filled with more combustible mixture, when the throttling device has 1plartly closed the exhaust, for the purpose of ling the working cylinder at thebeginning of the compression with combustible mixture at a pressure higher than that'of the atmosphere when the amount of power required from the engine increases. 2. Thecombination, in a two-stroke oycle internal combustion engine, of a working cylinder, a separate compression or charging pump, a conduit communicating between said compression pump and said working cylinder, an exhaust conduit communicating with said working cylinder, a throttling device in said exhaust conduit, and means for simultaneously controlling said throttling device and the operation of said charging pump in such a manner that the working cylinder is filled with a larger quantity of combustible mixture, the more the throttling device is closed. 5

3. The combination, in a two-stroke cycle said exhaust conduit, a centrifugal governor for controlling said throttling device and the operation of said. charging pump in such a manner that the working cylinder is -filled with a larger quantity of combustible mixture, the more the throttling device is closed.

4. The combination, in a two-stroke cycle internal combustion engine, of a working cylinder to which a combustible mixtureis supplied from a separate compression or charging pump, an exhaust conduit communicating with said cylinder, a throttling device in said conduit, a separate auxiliary charging pump, and means for setting the auxiliary charging ump in operation when the said throttling device is actuated.

5. In a two stroke cycle internal combus-- tion engine having separatecharging or compression pumps, the combination, with the purpose of increasing the duty of the engine working cylinder, of means which permit the by throttling the exhaust. working cylinder at the beginning of the In testimony whereof I have hereunto set compression to be completely filled with my hand in presence of two subscribing 5'c1ombu1stibh; IlllliXtllIe at'hzt presjure higlfier witnesses.

tian t rat 0 t e atmos ere, an means or throttling the exhaust a t the beginning of the HUGO JUN KERS' compression when the working cylinder is to Witnesses: receive combustible mixture of a pressure HENRY QUADFLIEG,

10 higher than that of the atmosphere, for the E. M. BRUNDAGE.

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