US926134A - Compound internal-combustion engine. - Google Patents

Description

Y s'.l A'. BREVE. K COMPOUND INTERNAL GMBUSTION ENGINE.

' 4 APIPIUATIUN'IILED JUN'B 30, 1.9.'05. '926,1 34.

fratented June 29, 1909.

V s. A. REEVE. COMPOUND INTERNAL COMBUSTION EGINB. A APPLIOATIN FILED JUNE ao, 1905.

926,1 34, Patented Jun@ 29,1909.l

Ts-SHEET a.

el fs. A. REBVB. COMPOUND INTERNAL GOMBUSTION ENGINE. v

APPLIOATIONTILBD .T-UNB 30, 1905.

- Patnted June 29, 1.909.

, S. A, REEVE. GOMPOUNDINTERNAL GOMBUSTION ENGINE. `APPLICATION PILBD'JUNESO, 1905. l 926, 1 34. Patented June 29, 1909.

s. A.A REEVB. Y coMPoUND INTERNAL cQMBUsTIoN ENGINE.

APPLIQATION FILED JUNE 30, 1905.

' Patented June 29, 1909.

5 SHEETS-SHEET 5.

nsrrsn OFFICE ksiDvEY A.' ruenvn, or

CoMroUNn iN'rnnN'AL-COM'BUSTION ENGINE.

vTo 'all' 'wzorn it may concern.' i i Be it knownthat I, SIDNEY' A.- Rnnvn, 'of .I'orcesteig in the .county of4 vorcester and i State of Massachusetts, have. inventedcer- Vunder varying loads, .s stem of regulation tain new and useful Improvernntsin- Coinpound Internal- Combustion, Engines, of'

which the followings aspecificatlon.

This invention relates toy compound intermal-combustion. engines, 4and itsl general objects arefto increase the-eciency-thereof and. the flexibility' o'f re ulation. To this end I adopt -the compoun for a greater vrange l.ofl pressures heretofore been known inthese. engines, as

vS.pe.el.cation of Lettera IQaten't. l .7, vApplication med :une 30,1905..r seriaLNb. 267,718.'

type and provide f thanA has Well as certaininovel-expedients for insurin the '.correct. proportionlng -andvregulation 0' air and fu-e1',proper'wor ng. lunder vary ing load,'and transmission ofworking fluid rom the high-pressure motor to the motor with a .'minimum heat-lessi In order tocordinate the-'functions'of the principal ;,el'e 1r1ents makngup the engine, I prefer to provides.

t e combustion-motor, ,represented in its' low-.pressure by which the power of* dischar'ged gases, and the mechanical power Y of the 10W-pressurev motor, are subjected to `a joint control,' which may take the forxnfof .fan automatic governor responsive to the load on the-lowF essure motor, 'orto the load` on both'V motors -v irlhen the two' dr1ve lthe Sarne- Shaft.

My lnvention 1n' one of 1ts forrnsnnvolves the disconnection lof the low-pressure motor lcnf'fhefspeed .o t-he IOW-pressure motor.

from the high-pressure motor so that the two may run at relatively-varying.speeds. Such an arrangementhas advantages for certain classes of work. It enables the'loW-pressure motor 'to` be located .at some` distance from' thehigh-pressure motor and' to that end the reduction of the excess temperature ofthe hot gases discharged-under pressure from the*Y hi h-pressure motor, by generating steam with a'stable degree of superheat, automat'- ically maintaine is of peculiar utility, since it prevents any large loss of heat in transmissionof. the Working iud through afconduit of considerable'length The dissevered arrangement also possesses great flexibility inrunning, for the low-pressure motor Will call `flor greater or less erform, und the Yhigh-pressure motormay be regu'-v l'ltdto 4suppl this demand7 independentlly .t

uantities of fluid ac-l cording to the Work which it has to speeds. section of t el coo ingfchamber Vin the modivengine .tur-bine throttle.

' ticularly 1 .times the compressing department may fur- Dish-an excess of compressed air over what is -neededfor combustion', and I provide an ar- "rangement for automatically' disposing of -such excess in`a`-useful manner.

- .O-f the accompanying drawings-illustrating an embodimentof I'ny invention,-Figurel yrepresents a diagrammatic view ofthe a patrains. Y l Y represents a rear elevation with 4thecooling` Fig` 2 represents aplanview.

chamber in section. Figs. 4 md5 re resent sections on .the lines {L -4: and 5-5 0 FigjQ. Fig. 6 represents a side elevation ofithe cornpresser.Y Fgeurepresentsa detail section of one fof' the s raying devices. Fig. 8 repre# sents a side e levation partlyin section' showand low-pres'sureengines run at independent F1 .9 re resents a view showing a WORCESTER, lvIAssAoriUsETTs, A ssrdnon` To CHARLES snows; TRUsTEE, or READING, MASSACHUSETTS.

' ing a modification in which the high-pressurev ication and anelevation of the low-pressure which here ytakes the form' of 'a' turbine. Fig.. l() re4 re'sentsl a plan view-of the modification; dig. 11 represents a section of the Fig. 12 represents a sec-- tion of one of. the pressurediaphragms- 'The same reference characters representthe same parts in all the fr ures. Y y

yt e form' shown lin."

vReferring at rst'to' 20 indicates a shaft Figs. 1 to 7 inclusive,

having three cranks 21, 22, 23, to which are righ-pressure engine-24is ff'alfrm'mo'repars described in my,Patent'No.-8`99,842, but as ere-shown'i't'incI-iides a cylinder 29,'- piston 30, vadmisE|io1.'1va1ves 31 exhaust,- valves 32 andfigniters .33, the' valves, and

el. corn-g lFrom the airand gas-com ressorjsf?? 28,. the high-.pressure cylin; er '2,191 receives compressed-'phages :of alii: and gasfthrough t e engine is 'rendered double-acting..

24, the low-pressure i niters being` duplicated at either end sothat v pipes 34, 35, whichffluids vbecome mixed in passing the admission-valves andv are admitted during the, iirst portion of the work-v ing stroke i of tire piston 30. Ignition and cut-ofi occur at a predetermined point inthe stroke, the pressure increases by explosion, and expansion ofthe charge takes place during the latter art' of the stroke.V At the end of the stroke t e exhaust-valve 32 o ens and the products of combustion -pass' t rough a pipe 36 in the cooling-chamber 37 and thence .into the c 'linder 38 of the low-pressure engine w ierein they perform-Work on the piston 39 of said low-pressure engine.

Rotation of the shaft 2O lis counter-clockwise, and the .compressor-crank' 23 is set at an angle of about v4 0" behind the high-pressure engine crank 21m orderto properly charge the high'l-pressure cylinder.-

*VI have shown a modified radial valve-gear adapted to an engine Vof this type and also to other` engines, but may use other forms of lcross-head 50 transmitted from fthe latter by a pin 51, rock-arm 52, rock-shaft 53, link 54 fast on said rock-shaft, block 55 in saidlink,

i and rod 56 extending from the block to the floatin -lever 43. A substantial duplicate 57 of t e floating-lever 43 receives the combined motion of the cross-heads and 50 by a pin 58 on the cross-head40, and a link 59 on the rock-shaft 53, whereby the igniters 33 at opposite ends of the cylinder are operated.

he lowpressure engine 2,5 may be an ordinary en ine of the steam-engine t pe,

and its distri uting-val-ve 60 is operated y a floating-lever 61 receiving the combined motion ofthe two cross-heads. The motion of the low-pressure `cross-head is trans-- mitted from rockarm 52, and that of the high-pressure,.vcrosshead A40 is transmitted from thepin 58 thereon by way of rock-arm V62, rock-shaft .63, link 64 fast on said rockshaft, vand a block 65 in said link connected with the floating-lever 61k by a rod 66.

The aboveform of valve-gear allows for a longer or shortercu t-off according to the load on the engine, and lfor reversing the engine to run in either direction. The cut-off is regulated both automatically and by hand. For

automatic regulation a centrifugal governor 67 is geared'to the shaft 20and through the angle of a link 68 it controls the position of a clutch-sleeve 69 splined to a screW 70. By

Vignition in the high-pressure cylinder.

valve-gear dispenses The floating-lever 43 also- Owing clutchingvthis sleeve to either-one of' two oppositely-rotating gears 71,171', the screw is rotated in one directionl or the other through y a stationary :nutV .72.F and-hence. varies the angular position of Itheflever 73 attached to a i.

Through connections 75, 76, .77, this rock-shaft'-shifts the 'block in the rock-shaft. 7 4

igniter-link,` 5.9' and varies lthe time of tlc t also' varies the travel ofthe' admissionvalves 78 and 79 of the airand gas- compressors 27 and 28. These valves are operated by a link 80, one end of which ismoved vby an eccentric '81 on the shaft 20,v and the other end by a lever 82 from the cross-head 83 of the compressors. The eccentric 81 is' capable of slipping around the shaft 20 up to either one of two stops, according to the direction of rotationof the shaft, so that the eccentric automatically assumes the proper position corresponding to the direction of rotation. The block 84 in link 80 is shifted by a rod 85 and rocker 86 from the rock-shaft 74 under control of thegovernor. By thus varying the time of ignition and the intake of the.

compressors automatically in accordance with the load on the engine, the effort ofthe engine is adapted to thel amount of the ioad. Such variation may also be performed by hand through a hand-lever 87 attached to the rock-shaft 74. IA have also shown the motion of rock-shaft 7 4 transmitted to the linkblock 65 for the low-pressure valve through a floating-lever 88, rod 89 and connections. Reversing is performed through a han d-lever `90 attached to a rock-shaft 91 and having suitable connections With the link-block 55 for the high-pressure admission and exhaust valves ,andwith the link-block 65 for the ylow-pressure distributing-valve.' The igniters 33 are designed to operate substantially at dead center, but may bev moved either side thereof lthrough the hand-lever 87. to the time required for-combustion, initia inflammation of the charge at dead center would give a maximum pressure of .explosion somewhat after dead-center, the

charge meanwhile continuing to enter. Then reversal occurs by movement of the handlever 90 thegas suction is shut off by stopvalve 92 in the gas-compressor suction pi e connected with said'hand-lever, so that t e kengine at first-operates under compressed air and later by eigplosion. The valve 92 opens on both sides f mid-gear position to permit this action.

Motion is taken oif from the rock-shaft 45 for a pair of Water spray pumps U3, delivering to opposite ends ofthe high-pressure cylinder v4 through sprayers 94 (Figs. 1 and 7),

whereby the burned gasesl are cooled and the Water-sprays evaporated to make steam. As theexhaust in the present invention goes into the llovwpressure cylinder the water is made useful as a heat carrier from the high.

sol

.49 -o v v l. l In Figs. 8 to 12 inclusive, I showr ampdl- 'cation in'which the high-pressure engine -is disconnected fro'm the loW- ressure -engine pressure cylinder, later operating as an ,ex- 'panslve Workmgagent 1n the low-pressure cylinder. The amount of Water in A the spra s,'bei1,1g subject 'to the sainey regulation as t e coinbustible'charge;4 is proportioned to the charge, and the resulting steam Will be l ,superheated to a fairly constant degree.l l

an exhaust-pipe 99 leads to a feed-heater y100 for supplying the cooling-chamber 37 and the water spray pumps 93, f

In operatlon the high-pressure engine 24 takes compressed airpand gas from the com` pressors 27- and 28 at, a moderate pressure, say up to 100lbs. p er square inch, or a higher pressure-if the engine is properly designed therefor, and lexp odes -the lmixture, oing Work on the shaft 20 and exhausting the Aperform a large products vof combustion into the coolingchamber 37. Here (they are quenched 1n water, andtheir high-tem` erature vheat is` changed for the more suita le large-entro y heat of steam', which gives amixture of wor ing ases and steam suitable f or transmission to t e low-pressure en ine 25 and adapted to part o thetotal Work therein on` shaft 20. T e steam is' preferably super- .h'eated toa moderate degree, Which-maygbe done automatically and ina stable manner in its passage upwardly aroundtheputside'of the'hot exhaust-'tube 36 within the coolingchamber 37. Superheating may also be perl 'formed byfbyassing a portion of thehot scribed,y but having. its `is ton directly con-a5 necte'd'through a straightine connection withthe airand gas-compressors 2,7 Exhaust of the products of -combus-f tion y'occurs und er pressure from`e1f1gine '2"4 'through exhaust-pipe 36 to the. cooling-chamber 37, inthe lower part of/whichethe exhaustpipe is vshown as extended in aserl'esof lateral4 gases,` unquenc ed,y over ythe surface of the ,pool zof'iwater.

and the latter is in the form o a turbine.v

24 indicates the highpressure engine .of the same general'type as the one already dethe pistons o and 28.`

open-en d'perforated branches 1'01 whereby the intermittent puffs of gas'are afforded ready ,s collapse jun der -a moderate expansion and headpfyvater, I

97 is the -a'tomatic"waterlevel controllen From the cooling-chamber 37 the combined steam and gases' 'pass/ltli'ridiglil delivery-pipe 98 to the low.- ressure' engine'2'5 ofit'hetur- .bine -Atype. h ef' only owerfcrgwm ming connection `in this' case etwejenthei hgh- A V'pressure and lowzpressnredepartments is of 'a fluid nature, an the low-pressure engine is contrasted `with the high-pressureenglne in a nearly constant speed .k In this case I have being of' the .constant-pressure `variable Y' torque typewandlalso shownashoperating at Ymi' further represented .apressure-control for:

.maintaining a substantlally constant` res-` sure in the, supply p'ipe'of the-)tur ine'.

From the exhaust-pipe 36: ofthe high-pres sure motor a pi e 102 extends-tothe lower side of the diaphragmv V103, shownin det-ail in Fig'. V12;'on Whose 4upper side is the pressure of the '-atmos Vhere and a spring 10,4.. A@

rod 105extends romsaiddiaphragm to the floating-lever 106, connectedby a' rod' 107.

109 whose pistonis attached to the block 110 of the link 111 operatedy by an eccentric 112 on the lhi hressure engine shaft.- From one vsideo .thls blockconnectins extend to the'admission'andzexhaust valves 31, 32 of thehigh-pressure ,engineY 24, While from the .other side of' said'iblockfconnections extend lto theigniters 33.. In this manner, by? controlling the -effort of the primary epgme 24' through diaphragm '103,-the pressure of the exhaustrfrom the high-pressure cylinder, 'and hence of the supply for the lowressureu cylinder, is lmaintained practicall;r constant.

, An auxiliary'link 1 transmits motion to the piston of an oil-pump 1 14 adapted to furnish oil fuel instead" of,for inaddition ,to the aseous fuel,` and the block ojthis link is su 'ect to the pressure-controljust described. ,his pump draws from an. oil tank 115 and deautomatic carbureter`117 .of ordinary type such .as afloat-feed carbureter. The excess.

oil overflowsandre'turns to the suction side of they pump thro'ugha pipe 118'. The ai'r supply for compressorv27'd'ivides andgoesV partly through pipe 11.9 to the carbiirete'r 117, and part y through' pipe 120 direct] to Ithe high-pressure'en vine '24.l Both fof it ese y .branch plpeshave'jcoolers 121, 122, whereby Jthe compression heat Vis abstracted so-as` to avoid any dangerl of prei ni'tion at'high com-- fpression pressures g' alt ough yas already' stated, therfluids are ke yt vapart untilj ust before ignition, so that' t e intercooling is lless .necessaryin this casethanfit would'be Where the explodingl'en-gine is 'of intemal-compression ty e, like the'Otto In the case of`v burn'- ving -so dfuel Vthe gas-corrmpressor,A and.foil pum might be dispensedwlth orusedlinan iauxi iary capacity,-andfinthatcase the car- 'br'eter 1.17' Would'become a y''gas-producer f operating at. lsu'peratm'o'spheric pressure, `provided with suitable'farrangement's forl retaining this pressure during fuel feed, ashre- A-105 i vers to a reservoir l116 and thence to an :r'

n ary centrifugall shaft-governor (conventionailyV represented) acting on a throttle-valve 124 in the pipe'98 whereby the s eed of the turbine is maintained substantial y constant. This control is extended from the governor through a rod 125 to a valve 126 in a by-pass pipe 127 for by-passing air from the air-comressor 27 aroundtbe high-pressure en ine 24 into the turbine, Where it performs wor Interposed in the pipe 12.77 is a diaphragm 'ch amber 128 under a diaphragm 129 similar to the diaphragm 108 and attached'to the same rod 105. Avalve 130m pipe 127 between the coml presser and the diaphragm is adjusted to an 2n opening intermediate between the maximum and minimum openings of the governor valve 126, so that when the latter increases its opening, the pressure below the diaphragm will be diminished and vice versa. Therefore the speed-governor 123 controls the pressure under the diaphragm 129 and hence (by varyingV the Aspeed of engine 24) varies the performance of the compressors in accoi dance with the load on the turbine 25. It'also diverts 'excess volumes of compressed airinto the turbine-when the load falls off and speed tends to increase. Y

I have further carried out the idea of adapting the f orm of compressor to the type of motor which drives it, by connectin a fan air-compressor 131 (shown as a plura -stage fan) to the shaft of the turbine 25 and connecting its delivery-pipe132 with the suction of thel reciprocating air-compressor 27. The fan-compressor handles the initial large volumes of air and raisesthem to a moderate pressure to feed the reciprocating compressor whereby a portion of the dutyis removed from th(` latter or the reciprocatlng compressor-l pressure 'is raised. ln starting the prime motor, the compressordraws air through the fan 131 While the low-pressure motor is at rest, but any other suitable arrangement for s starting 'may be adopted and the fan altogether omitted if desi red. The 10W-pressure niotor in this dissevered arrangement may Y also,as already stated, be of the reciprocating type, and the automatic governing can be omitted or modified.

Broadly speaking, my invention not restricted to the use of a Lenoir-type motor for tlieliigh-piessurc member, since inost if not all of the principal types'` of intermittent cylinder-:co'm'bustion motors may be compoundred in accordance with the principles herein disclosed. i I'Vhere`V the low-pressure motor is dissever'ed, as just described, the device for .evaporating Water by lcontact of the vhot gases thereiyith under pressure, Whether by decrease in the power o two the Wateriool method or by pump-injection or a suitable equivalent, and automatically maintaining a stable degree of su )erheat in the manner which I have descri ed or on similag.1 principles, assumes a special and useful aspect as a transmitting expedient, for' ately long pipe it is im ortant to avoid condensation on the one iand or Vexcessivelyliigh and easily-lost temperatures on the other. This ex edieiit makes it possible to Voperate powerfu dissevered motors by means of 'liot gases'discharged under pressure from an internal-combustion motor, which I believe has never before been proposed.

I claim 1. In a com ound internal-combustion engine, the com ination of an internal-cornl bustion high-pressure motorf'a low-pressure motor operated by the pressure of the discharged gases from said high-pressure motor,

and devices subject to a common control Afor coincidently varying the admission" of said gases to the lowressure motor and the su'pply of combustib e mixture to the high-pres'- sure motor toeect a. arallel increase and Fsaid motors. 2. compound internal-combustion enine, the combinationrof an internal-comustion high-pressure motor adapted to discharge against a substantially back-pressure, a, loW- ressure motor, a pige connecting the or supplyingV the igh-pressiire-discharge gases to the low-pressure motor to operate the latter, and automatic regulating devices governing the inlets of theres ective motors and responsive to the load on t e lowpressure motor for jointly controlling the power of the motors.

3. The combination of an intermittentcombustion high-pressure motor, a disconnected low-pressure motor operated" by the Ipressure of the gases discharged from said igh-pressure motor, and means controlled by said pressure for automatically regulating the speed of the'high-pressure motor.

.4. The combination of an intermittentcombustion high-pressure motor, means for compressing air to charge said motor7 a`- variable-intake loW- ressure motor operated by the pressure of t e gases dischar ed from the iirst motor, and means controlle automatically according to the demand of the loW- pressure motor for passing' unburned compressed air from the compressor to the lowpressure motor.h f

5. 'The combination of a high-pressure 1nrternfil-combustion reciprocating -mot0r, a

compressor to charge said motor and driven thereby, a disconnected low-pressure turbine motor operatedbythe gases discharged from said lhigh-pressure motor, and a rotary fansaid device comprisin means for vaporizing com ressor '0 erated bythe turbine motor Water byeontact with the'transm'itted 1 1ot for c arging t eiirst-said compressor. gases and stably su erheating the resulting 6. The 'nom'bination 'of an intermittentsteam by thevheat'o said ases.V 15 5 combustion high-pressure'motor. adapted to In testimony'whereof have afIiXed my discharge its gases against a substantial' signature,in presence of two Witnesses.

back-pressure, a disconnected low-,pressure A, SIDNEY A REEVE motor receiving and driven by said gases, a; v Y pressure-transmitting-pipe eonnecting vthe Witnesses:

10 two, and adeviee for minimizing heat-loss'- JAS'. H. CHURCHILL,

` and condensation inthe transmitting pipe, v J, MURPHY.

It is hereby rnifiedwhat iniettare PatnfNo. 926,134, granted June-s, 1909, upon the application of Sidney A.- Reeve, of Worester, Massachusetts, for an improve..

ment in Cox-npound Internal-Combustion Engine, an error Aappears inthe printed A specification requiriug correction, asfollowsln `line 98, pagei, thuvs'ordsubstitui-l tially "should read substantial; and that the said -Letters Patent' should be read ,this cerre'ctigontherein that 'the same fnay conform tothe recoi-dhof thejcase in the Patent Otee. I i l l signed and 'sealed this 13th day vof July, Afp., 1909.

- C. C. BILL'INGs,

[sEAn] i Acting' C'mmsmer of Patents.

said lhigh-pressure motor, and a rotary fansaid device comprisin means for vaporizing com ressor '0 erated bythe turbine motor Water byeontact with the'transm'itted 1 1ot for c arging t eiirst-said compressor. gases and stably su erheating the resulting 6. The 'nom'bination 'of an intermittentsteam by thevheat'o said ases.V 15 5 combustion high-pressure'motor. adapted to In testimony'whereof have afIiXed my discharge its gases against a substantial' signature,in presence of two Witnesses.

back-pressure, a disconnected low-,pressure A, SIDNEY A REEVE motor receiving and driven by said gases, a; v Y pressure-transmitting-pipe eonnecting vthe Witnesses:

10 two, and adeviee for minimizing heat-loss'- JAS'. H. CHURCHILL,

` and condensation inthe transmitting pipe, v J, MURPHY.

It is hereby rnifiedwhat iniettare PatnfNo. 926,134, granted June-s, 1909, upon the application of Sidney A.- Reeve, of Worester, Massachusetts, for an improve..

ment in Cox-npound Internal-Combustion Engine, an error Aappears inthe printed A specification requiriug correction, asfollowsln `line 98, pagei, thuvs'ordsubstitui-l tially "should read substantial; and that the said -Letters Patent' should be read ,this cerre'ctigontherein that 'the same fnay conform tothe recoi-dhof thejcase in the Patent Otee. I i l l signed and 'sealed this 13th day vof July, Afp., 1909.

- C. C. BILL'INGs,

[sEAn] i Acting' C'mmsmer of Patents.

Correction in ment in Compound Internal-Combustion Engine, an error appears in the printed specification requiring correcliou, as follows: In line 98, page 4, the word tialiy'"si10uid read substantial; and that the Patent Ofive.

.Signed and sealed thisl 13th day of July, A. D., 1909.

[SEAL] C. C. BILLINGB,

Acting Commissioner of Patents.

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