US963366A

US963366A - Explosive-engine.

Info

Publication number: US963366A
Application number: US39944807A
Authority: US
Inventors: Emil Gathmann
Original assignee: Individual
Current assignee: Individual
Priority date: 1907-10-28
Filing date: 1907-10-28
Publication date: 1910-07-05
Anticipated expiration: 1927-07-05

Description

Y E GATHMANN EXrLosm: ENGINE. y urmoA'rIoN FILED our 2s 1901 966,366. l

` Patent@ Ju1y5, 1910.

EMIL GATHMANN, F BETHLEHEM, PENNSYLVANIA.

. ExPLosIvE-ENGINE.

Specification of Letters Patent.

Patented July 5, 1910.

Application mea october 2s, leo?.l serial No. 399,448.

To-aZZ whom 'it 'may concern:

Be it known that I, EMU. GATHMANN, a citizen of the United States, residing at Bethlehem, in the county of Northampton and State of Pennsylvania, have invented a new and useful Improvement in Explosivethereon. The

Engines, of which .the following is a specification.

My invention relates to that type of explosive engines or motors, known tolthose familiar with the artl as the two cycle en-` g1ne,and the ,objects of my improvements are, rst, to provide a means whereby I ob tain a maximum charge of explosive mixture for each revolution of the crank shaft; and second, to inject such increased charoe of explosive mixture into the explosive llambe'r of the engine in such a manner that the burned gases remaining over from a previous charge will all be driven out of the said chamber in a manner more effectively than has been accomplished hitherto; third, to produce the results as above stated at high speeds oi thepiston and with fewer operating parts than has before been ossible. I attain these objects by means of t 1e mechanism illustrated in the accompanying drawing and hereafter more fully described.;

Figure l is a vertical section of the engine on line 1-l of Fig. 2, showing the inlet orts from the cranklchamber to the cyliner. Fig. 2 is a vertical section of engine on line 2-2 of Fig. l showing the inlet port for explosive mixture from the source of supply to the crank chamber,- a modified form of exhaust port being shown. Fig. 3

is a modied form of crank disk` and shaft.

. Similar letters refer to like parts throughout the several views.

The piston of the engine is designated at A, the cylinder at B,.erankchamber at D, primary"intake port at C, which intake port 1s shown fitted with .usual form of puppetvalve E.

The cylinder B may be of the air or water eooled'type. I- have shown it as of th'e air cooled type, radiating ribs b being provided iston A is connected to the crank-shaft M y any usual or desiredform of piston rod a andcrank af, the connection to the piston being made by the pin c. 'lhese and Aseveral otherffeatures common to this type of engineA do not forni a part ot' my invention and will therefore not be further specifically described.

-central lpiston ignition of the Detailed description of t-he engine 'and its operations is as follows:

The piston A makes an inward stroke from R to S within the cylinder B, thereby causing a partial vacuum in the crankchamber D, and drawing the explosive lnixture through the primary intake port (l which is fitted with valve E.- On the following outward stroke of the piston rh, the mixture is compressedin the crank-chamber D, the valveE being in closed position at this time, and as the piston A uncovers the inlet port F in the cylinder B with a regis-` vtering inlet ton, the pressure within the crank-chamber I) drives a portion of its contents into the portion of the cylinder B through the said registering ports F, and G, the e livery or nozzle en d Il of the latter port beying located on approximately the longitudinal axis ot' the inner portion ofthe piston A, while the intake or registering mouth of said port is located on the periphery of the said piston, piston rings z' being preferably litted and provided onboth sides of said intake mouth. On the next inward stroke of the piston A, the charge is compressed to position as shown in dotted outline of the charge being accomplished at approximately this art of the stroke by mea-ns of the lgniter The pressure rising upon the combustion of the charge, the piston makes an outward stroke, exhausting the expanded or partially expanded charge through the (peripheral exaust port K, which is opene by being uncovered by the piston A, the gases of the charge reaching approximately 'atmospheric pressure in the cylinder B by the time the port K is fully uncovered by the said plston, the gases issuing' uninterruptedly into the annular' primary exhaust chamber K and thence to the atmosphere by means ofexhaust pipe K for convenience of conduction. The peripheral exhaust port K may be divided into several passages by means of-webs W as shown in Fig. l, but I prefer a clear annular opening as shown in Fig. 2f

In the meantime a fresh charge of explosive mixture having been drawniuto the crank- `chamber D througlL primaryinlet port C, by the inward stroke of the piston- A, has been compressed in the crank-chamber by the outward stroke of the said piston, and the inlet ports F and G again registering port Gr located in the said pis- 59 -A- centriu a or suction fan O is however immediately 'after the exhaust perl K has been fully uncovered, a portion ofthe con tents of the crank-chamber D, rush through the aforesaid registering inlet ports F and G and issuing inwardly from the dellvery nozzle' Il in a practically homogeneous i stream, impact .upon the dome shaped cylinder head L, effectively driving the remaining products of the previous combustion out through the exhaust port K which lremains uncovered at this time. The' incoming charge impactingupon the central portion of the cylinder head L in a homogeneous stream by its rebound in mass and by its excess of pressure displaces the dead or exhaust charge bodily, and the latter all issues through the uncovered exhaust port K without any material mixing of thesame with the new charge, as the former -i'sbodily displaced downward and outwardlyy b the expanding of the denser and coo er 'fresh i charge, into the primary exhaust chamber K' and thence into the atmosphere through the pipe K. Y

`In order to insure of a maximum quantity of fresh charge entering'the crank-chamber D, the primary inlet port C is located `on approximately the axial line of the crankshaft M, where the vacuum orv suction is naturally the strongest, 'due to the motion of the moving parts in the crank-chamber, the highest pressure being obviously at the periphery and the lowest 'at center of motion.

Passa e 'N locatedabout vone of the crank-A shaft' earings rovides openings from the crank chamber to theA inlet port C, when 4 the valve E is in open position. The number and cross section of these openings should besuch that'the-low of the charg` passing throuhgthe primary' *port C w` not be reduce degree.v This passa e N mi ht y directly in thecra shaft and crankdisk M when thesamev is of suliicient size to allow of this construction' as shown in located Fig.v '3, where crank-shaft M is shown as provided with a single centralopening I and the crank disk M with a number of radial or tan entially disposed openings O.

preferably ocated at the intake end of the crank-shaft M which fan acts as an assistant orauxiliar to the pull of the partial vacuum-induced7 in the crank-chamber D by the inward movement of the piston A, thus an increased ilow of the charge of explosive mixture into the crank-chamber D, from the primary intake port C. This action is of especial value when the engine is running at ahigh rate of speed, as the pull or induction of theran increaseswith the'speed of rotationthereof, whereas the amount of induced/vacuum due to. the inward motion of 'the 'piston remainsy ractically constant or is really somewhat ess at or-retarded in an 'material and disk constructe as shown 1n 3 would act in a manner similar to a and as stated'might be used in engines where such construction could be applied. A higher compression is obviously more adhigh, than at lo'w s' eed. Y The 'A vantageous in the crank chamber when the pistonfA is in ra iclmotion than when the same moves slowr y, as the interval ottime during which the ports F and G register,

and during which the exhaust port K 1s unas the higher the speed the greater the vol-A ume o the 'charge that is taken into thev crank-c amber, and consequently the higher its compression therein upon the outward stroke of the piston. The required volume .of charge-will thus be forcedv into the cylinder in proportionally less time as the speed of the engine increases. The fresh charoe entering the cylinder B through the noz e or mouth 'II of intake port G which nozzle as shown in the drawing approaches closely' to the igniter I, the charge about said igniter a will be ot greatest richness at this oint and will therefore-insureof ready ignltion 'atv the desired instant. Also the igniter I will'be cooled by each inrushing charge as ,it impacts upon the same, thus the danger of premature ignitions w1ll beprevented such as 'sometimes occur in the usual electric irings when the igniter remains very hot from revious electric sparks-and explosion o charge.

Having thus I claim is: y

1. In a two-cycle internal combustion engine, the combination of a crank case and described my invention, what 'a crank shaft therein, an intakeV passage leading. to the crank case and located concentrically with the crank sha-ft, a suction fan located within 'the crank case adjacent to said intake passage and adapted to be vdriven vby the crank shaft, and a passage leading from the crank'case to the explosion chamber.

' 2. 'In a two cycle internal combustion en gine, the combination of a crank case and a crank shaft therein, 'a plrimary intake passage located concentrica y with the crank shaft. and leading tion fan located'in-thecrank case adjacent to the' intake passage,.secondary intake passages located in the cylinder walls and workp ing piston head respectively, said passages to the crank case, a sucleading from the crank case and registering at a predetermined position of piston stroke and an annular exhaust port and chamber located above the said secondary intake assage in the cylinder as shown and descri d.

3. In a two cycle internal combustion engine, the combination of a crank case and a crank shaft therein, a primary intake passage located lconcentrically with the crank shaft and leading to the crank-case, a crank disk secured to the said shaft, means for inducing suction located within said crank case said means being formed in the crank disk, secondary intake passages leading from the crank case and located in the cylinder walls and Working piston respectively, said passages registering at a predetermined po- 4. In a two cycle internal combustion enl giney the combination of a crank chamber av crank shaft located therein, take assage entering said chamber, a suction ian located in said chamber adjacent to the intake driven by the eating the exp passage and adapted to be crank shaft, and a communiassage from the crank chamber to osion chamber. p l

, EMIL GATHMANN.

l Witnesses:

ISABEL GATHMANN, R. W. LEIBERT.

a primary in-4