US906105A - Explosive-engine. - Google Patents

Description

H. CHARLES.

EXPLOSIVE ENGINE.

APPLIUATION FILED MAY 17, 1904.

Patented Dec. 8,1908.

3 SHEETS-SHEET 1.4

[NVE/WOR Wim/55x55.-

H. CHARLES.

EXPLOSIVE ENGINE.

APPLIGATION FILED MAY 17. 1904.

906,105.' Patent-,ed Dee. 8, 1908.

3 SHEETS-SHEET 2.

H. CHARLES.

EXPLOSIVE ENGINE.

APPLICATION FILED MAY 17, 1904.

Patented Dec. 8, 1908.

3 SHEETS-SHEET 3.

[NVE/Woll) Param OFFICE..v

HOMER CHARLES, OF RAIID CITY, SOUTH DAKOTA.

EXPLOSIVE-ENGINE Speuication of Letters Patent.

Patented Dec. 8, 1908.

Application med may 17, 1904. serial No. aos,4si.

To all whom it 'may rom-wn.'

Be it known that I. lIoMnu CHARLES, of Rapid City, in the county of Pennington and State of South Dakota, nave invented certain new and useful Improvements in Exl'ilosive-Engines; and I hereby declare that the following is a full, clear, and exact description thereof, reference being had to the accompanying drawings, which form part of this specification.

This invention is an improved explosiveengine, adapted to be operated by hydrocarbon mixtures, and. especially designed for burning the heavier hydro-carbon oils, such as ordinary petroleum, and the object of the invention is to dispense with valves and moving or adjusting parts as far as possibleValso to jdispense with electrical and other complex .igniting devices ,-and to produce a simple,\`efticient, self-contained explosive engine, with the fewest possible number of parts, andwhich will be capable of high speeds, develop great power, be economical in construction and-in consumption of fuel, and perfectly reliable under all conditions of service.`

The inventionv consists in the novel construction and combinations of parts hereinafter set forth in the claims followin vthe appended description of the engine illustratcd in the accompanying' drawings which I will now describe in detail to impart a clear understanding' of the invention.

In said drawings, Figure 1 is a longitudinal vertical sectional elevation of the complete engine. Fig. 2 is a horizontal longitudinal section therethrough in the plane of the main-shaft. Fig. 3 is a detail vertical horizontal section showing the arrangement of ports. Fig. 4 is a side elevation of the engine. Figs. 5, 6, and 7 are details of the engine showing specific construction of parts that will be more fully described. p

The engine proper is preferably mounted en a hollow base or reservoir A, adapted to contain fluid hydro-carbon'to carbnret the air and form the explosive mixture. The

engine cylinder B is preferably Water-jacketed and may be'formed in one casting with one half C of the crank-housing or pumping chamber, the other half C of said housing being bolted to the-first half and to the basen;

The main shaft D is journaled in suitable l bearin said housing and is provided with a. suita le crank, preferably formed by disks al and wrist-pin d', said wrist-pin being conneeted by a piston-rod e directly to the pis-` ton E which operates in the cylinder B, and servesboth as the engine piston proper, and as the valve controlling the various ports of the engine: the said piston E also serves as the pumping piston, to alternately draw explosive mixtures into the crank or pumping 'chamber F (within .housing C, C) and to expel such mixtures from the latter chamber into the exploding chamber b, as hereinafter described.

lThe outer end of the cylinder B is closed by a peculiar igniting head G, which has a chamber g in its inner end communicating a chamber g2 to which access-can be had through a central. opening g3; and chamber (/2 may have radial outlets g4 if desired. The wall between chambers g, g2, is preferably heavy, and the chamber g is preferably isolated from the outer walls of the head by an annular recess Gr2 leaving an annular ring of metal G between chambers b and g, which when once heated will remain hot for a long time, and is protected from direct loss of heat by yradiation by the chambers b, g, and the recess G2. This head I term an ignition head, and before starting the engine it can be heated by a gasolene or other temperature sufficient to ignite the explosive mixture when compressed thereagainst, and when once heated, the explodinggases main- ,tain it at afsuiiiciently high temperature to insure the ignition of the explosive mixtures. In actual practice suchheads have ,retained their heat. suiiciently to allow resumption of work by the engine after fifteen and twenty minute intervals without re-application of, external heat. v

Explosive mixtures are exploding chamber from the pumping chamber F, through ports H, preferably' arranged as in Fig. 8 and controlled by the exhausted through a port I vwhich opens into the explodingchamber between and substantially in line with the terminals of with the chamber b by a reduced centrallylocated opening g', and in its. outer end is' 'admitted into am main piston E; while the burned gases are the ports H, so that the exhaust port isv blower, introduced through opening g3, to' a opened about simultaneousl with the inletports. It will be observe that the inlet ports H communicate with the exploding chamber at nearly diametrically o posite points, and slightly vbelow the axia plane of the cylinder, and on opposite sides of the exhaust port. .The said inlet orts moreover, are so arranged that they 1rect the inchamber before any of the fresh gases can es cape, and in practice the loss of fresh gases is practically m'Z,- as compared with other engines heretofore used.

By having the inner ends of ports H below theaxial line of the piston, the close fitI required `between the piston and cylinder,

s tained una in order to ,properly close the ports is mainected by the Wear therebetween.

As above stated, the base A is preferably a hydro-carbon tank or reservoir, and withinl this reservoir I suspend a carbureter J which com rises a hollow casting bolted to the base o the engine or top of the tank, and depending thereinto below the surface of the oil.l This carbureterhas an air inlet assagej, separated from the mixing chamer j by a wall f2, but communicating with the latter through a passage .7'3 at the bottom of wall j2. The mixing chamber J of `the carbureter connects with a port -J leading through the base of the cylinder and PIFadapted to communicate with the pumping chamber F when the piston is in its outermost position, so that at this time the exlosive mixtures are drawn into the chamer F. rlhe piston Econtrols the opening and 'closing of port J', and in ractice this port is only momentarily opene so that before it isopen a partialvacuum is created in the chamber F, which causes a fierce and violent inrush of airy through the carbureter into the crank-chamber when the port J is in properly regulated quantities into the opened as hereinafter described. I

The oil or Huid hydro-carbon is admitted bottom of passa e j throu h a small aperture y'A1 controlle by a regu ating valve on the lower end of a stem K which extends to a point above thel base and is normally pressed down, so as to close the port jt, by means of a spring K interposed between .an arm L and a collar K2 on the stem K'.

The arm L is attached to an adjustable bracket L slidably mounted on a fixed guide rod M, provided with adjusting and jam nuts m, m on its upper end, by whichl the bracket. can be vertically adjusted to regulate the pressure exerted by spring K. AThe ooe-,105

valve cmay be formed by properly pointing or shaping the lower end of stem K, or any suitable form or construction of such valve may be used.; it is preferably one which will give va largerinlet areav the further the valve is unseated, so that the valve will be quite sensitive in action. In practice this valve not only regulates the normal supply of oil--but also serves as the throttle valve,- and it serves as the governing valve, for which purpose it is operated as follows On the mam shaft" is a sliding collarN having a conical end N "which is adapted to engage a beveled lug 0 on the up er end of a sliding bar O, suitably guide below the mainshaft and above the base A. rPhe lower end of bar O is pivotally connected with one end of a lever P, fulcrumed at p on a stud rising from the base A, andthe other free end of. said lever P extends beside the stem K and has a notch p in its upper surface which may be engaged by the handle K3 on stem K, and when this handle is rested in said notch, the valve le, will be opened and oil will flow into the passage j. The valve 7c should not be thus opened until 'the firing-head has been heated and the engine is to be put in operation. The collar l N is shifted on the shaft by means of a gov- 'ernor, which preferably comprises bellcrank levers Q, pivoted on the fly-wheel, and having their inner ends engaging the groove of the colla-r N, While their outer ends, project through the web of the wheel to the outer face thereof, and are provided with weights R which when the velocity of the main shaft reaches the predetermined limit, will move out by centrifugal action and cause theA levers to shift the collar and cause it to operate the lever P and more or less close the valve 7c. Opposite arms G may be connected by springs `S which oppose the tendency of the weights to separate by centrifugal action; and means are provided for adjusting the tension of such springs, so

that the speed at which the governor will cut olf the oil supply can be regulated with great nicety.

As the crank-chamber is used as a pumpingand compressing chamber, the bearings of the shaft should be stuffed as air and gas 'tight 'as possible, to prevent escape of l the explosive mixture on the iii-stroke of the piston, or admission of air'on the outstroke olf-the piston. Air is admitted freely to the tank A through suitable apertures which may be screened toy prevent dust or dirt entering therein. The oil may be -kept kbelow the upper inlet end of air passage j by any suitable means.

Operation: The parts being in operative condition, valve lc closed by turning stem K so that its Ahandle is free from lever P; the tank is then lled with a suitable hydrocarbon, such as petroleum, and then the-igniter head is heated by the application of a blow torch or in other .suitable manner.

The valve is then openedv by engaging handle K with lever P, and the fly-wheel is turned until the piston is moved out (on the suction stroke), creating a partial vacuum in chamber F, until the pistonuiicovers port J, whereupon a violent inrush. ofair takes place vthrough passage j, carburete'r J and port J into chamber F, the air sweeping up the oil in the bottom of passage j atomizing it and coiiiiiiingling therewith as it rushes into-the chamber F. The wheel is further turiieduntil the piston moves inward (on the explosion stroke) compressing' In the cycle of operations, the piston on' its explosive'stroke compresses a4 supply of carbureted gases or air in the chambery F,-

and as soon as the ports I, H, are uncovered this compressed vexplosive .gas rushes into the-cylinder and byl reason of the peculiar arrangement of the ports drives out the burned gases and takes their place; on the return',nioiiieitum stroke of the piston, the

explosive gases in the cylinder lare compressed to a high degree, and simultaneously a partial vacuum is created in the pumping chamber F, whichis maintained until just before the piston reaches the limit of its outward stroke, when port J is uncovered and a fresh supply of air mixed with vaporized or atoinized oil is sucked into the chamber F, The compression of the gases in chamber Z) and the heat of the ignition head, sufyfires toraise their temperature to the igniare automatically ig-` tion'point, and they nited-` at the proper moment.

`I have practically tested this engine for.

months; it runs smoothly and comparatively noiselessly `athigli speeds. An eight horse power engine of this construction has beenv operated ten hours Vvwithtwo gallons of keroi Selle.

It will be observed thatmy engine needs practically but-three moving parts, to wit: main-shaft, piston, and piston-rod, no other moving parts are essential tothe operativeness of tlie engine, and it 'is obvious that the cost of maintenance and repairs will be re duced to the minimum and the effectiveness of the engine increased to themaximum, by

such simplicity of construction.

Having thus described my invention what I therefore claim as new and desire to secure by Letters Patent thereon is:

1. In ,an vexplosive engine, a working chamber, a compression chamber, a single piston betweenl said chambers and working in both of them, inlet ports leading from the compression chamber to the working chamber, an exhaust port leading from the working chamber and placed between the said inlet ports, and an inlet port connecting said compression chamber with a suitable source of fuel supply, all said ports being controlled by the aforesaid piston.

2. In an explosive engine, a working chamber, a compression chamber, a single piston between said chambers and working j in both of them; .inlet 'ports leading from the compression chamber to the working chamber, said inlet ports communicating with the working` chamber at diametrically opposite points, an exhaust port in said working chamber, said exhaust port lying i at a point to the rear and approximately midway between the inlet ports, and an inlet port connecting the com ression chamber with a siiitable source o fuel supply, all

said ports being controlled by the aforesaid gle connecting opening in the compression chamber whereby the explosive charge taken in through `one opening in tlie coin-l pression chamber-is delivered at two opposed points within the working chamber, anl exhaust port'in said ^work1ng chamber, said port lying between the inlet ports and to the rear of them,.aiid a fuel supply passage connecting the compression chamber Awith a suitable source of fuel supply, said supply passage terminating in a suitable delivery port in the compressionchamber and a carbuietiiig device within the said supplyvpassage, all' the aforesaid ports being controlled by the single piston aforementioned.

4. In an explosive`engine, a Workingchaniber, a compression chamber, a single piston between said chambers and working iiifboth` of them;l inlet portsleading from the compression chamber to the working chamber at diaiiietrically opposite points, an exliaust'port in said'working chamber, said exhaust port lying at a point to the rear and approximately midway, between the iiilet ports,` said inletV ports being so constructed as to conduct the fresh'fuel above A and tothe rear of the burned gases and to thereby force them outtlirough the exhaust port, and an inlet port connecting the compression chamber with a suitable,source of fuel supply, all said ports being controlled by the aforesaid single piston.

5. In an explosive engine, aworking chamber and a compression chamber, a single piston between said chambers and working'in both of them, passages leading from said compression chamber to said working chamber and terminating .in diametrically dis' posed inlet ports 'in the working chamber' and 1n a single port 1n the compression chamber, an exhaust. port 1n said working chamber, said ,exhaust port lying to the rear and between the vinlet ports, the single piston being ada ted to control all the aforeand in a single port in the compression chamber, an exhaust port in said working chamber, said exhaust port lying to the rear and between the inlet ports, said inlet ports being adapted to conduct the'fresh explosive charge above-to the rear and behind the burned gases, thereby forcing the same out through'` the exhaust port, the single piston being adapted to controlr all the aforesaid ports and t0 close them only momentarily, whereby a partial vacuum is created in the compression chamber before its inlet is opened.

7. In an explosive engine, a working chamber and a compression chamber, a single piston between said chambers and working in both' of them, passages leading from said compression chamber to said working chamber and terminating in diametrically disposed inlet ports in the working chamber, an exhaust port in said working chamber, said exhaust port lying tothe rear and between the inlet ports, a fuel supply passage.

connecting said compression chamber with a suitable source of fuel, said'passage terminating in a delivery port in sald compression chamber, the single piston being. adapted to controlall the aforesaid ports andv to'close them only momentarily whereby a partial vacuum is created in the compression chamber before its inlet is opened. A

8. In an explosive engine, a working chamber ,and a'compression chamber, said work- 'ing chamber' being formed integrally with one half-of the compression chamber and the other half of the compression chamber being detachably fastened thereto, suitable inlet passages connecting the working and compression chambers, said passages terminatsage connecting the compression chamberV with a suitable supply of fuel, said supply passage terminating in a deliver port opening into the compression cham er, all said ports being controlled by a single iston which is mounted between the aforesai compression and working chambers and is adapt-v ed to Work in both of them.

9. In an explosive engine, aworking chamber and a compression chamber, said working chamber being formed integrally with one half of the compression chamber and the other half of the compression chamber' being detachably fastened thereto, suitable inlet passages connecting the working and l compression chambers, said passages terminating in diametrically disposed delivery ports in the working chamber and in a single port in the compression chamber, an

exhaust port in the working chamber, a supply passage connecting the com ression 'chamber with a suitable supply o fuel, a

carbureting device in said lfuel supply pas-A sage, said supply passage terminating in a delivery port opening into the compression chamber, all said ports'being controlled by a single piston which is mounted between the aforesaid compression and working chambers and is adapted 'to work in both of them.

10. An-engine having an outlet port from the exploding chamber, and inlet ports leading into said exploding chamberon opposite sides of the outlet port, the delivery openings of said inlet orts being beveled in the direction of the Ilength of the exploding chamber, whereby they are adapted to direct the incoming fresh gases toward the other end of the exploding chamber and above and behind the burned gases soas to drive the latter -out of the chamber; with a main piston ing chambers, and controlling all the ports thereof, and adapted to produce a partial vacuum in the pumping chamber 'before it opens the inlet port thereof, substantially as described. l

11. In. an explosive engine,'the combination of a pumping chamber, an exploding chamber, 'an inlet to the pump-chamber, an

outlet from the explodlng chamber, and

ports leading from the pumping chamber to the exploding chamber and communicatingl with the latter on opposite sides ofthe 'out'- let port, through openings in the walls of said exploding chamber, said openings being beveled in the-direction of the length of the said exploding chamber whereby said beveled openings are adapted to direct the entering gases into the. ex loding chamber in such manner that they will expel the burned gases; with a single main piston operating 1n both the pumping and exploding chambers, and controlling all the ports thereof2 and adapted to produce -a partial vacuum in E the pumping chamber before it opens the nl In presence off two witnesses.

HOMER CHARLES.

v let port thereof, substantially as described. L. E. WITHAM,

In testimony that Iclairn the foregoing JAMrJs R.- MAlfIsFIELo.,`

as my own, .I axmy signature presence

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