US995062A - Gas-engine. - Google Patents

Description

0. 0. DURYEA & M. 0. WHITE.

GAS ENGINE.

APPLIOATION FILED MAY 24, 1905.

hm MRWII NM M d m W W w WiMsasw- Wm WM 0. G. DURYEA & M. 0. WHITE.

GAS ENGINE;

APPLICATION FILED MAY 24, 1905.

Patented June 13, 1911.

5 SHEETS-SHEET 2.

GAS ENGINE.

. 4 flw n 3. mm a L m m w m m a 1 S 7 m N M W 2v m w 1 a M m 6 %1\ v m v w \T m NR Q Q E QT iii W xv M m saw tw m MQQNWN W E Q M Q g 8 g in r n m NQ why M" QNN w. Q ww m mum R mm E/ W Y R R W A H .1 mum gm G W w fix if W H mm QM 4 m H mm M Q1 m o Mun .u m M mn M m6 RN .1 N w k w. mm a x @m av QQN km wb mm WN SN .w% m D i 5w SN NM \Q N MN Q 9 g 9 WW 0. c. DURYEA & M. 0. WHITE. GAS BNGIN'E.

APPLICATION FILED MAY 24, X005. 995,062. Patented June 13, 1911. I 5 SHEETS-SHEET 5.

mains s'raraagnnT FFICE.

OTI-IO C. DlZTRYEA AND MORRIS C. W/VHITE, OF LOS ANGELES, CALIFORNIA, ASSIGNORS TO DURYEA-WHITE MACHINERY COMPANY, OF LOS ANGELES, CALIFORNIA, A. COR- PORATION OF CALIFORNIA.

GAS'ENGINE.

Specification of Letters Patent.

Patented J 11110 13, 1911.

Application filed May 24, 1905. Serial No. 261,962.

To all whom it may concern:

Be it known that we, O'ri-io C. Dunrna and Mourns 0. WHITE, both citizens of the a supply of compressed fluid for subsequently starting the engine, and which is adapted to operate as an air or fluid pressure engine in starting up, preliminary to operating as an internal-combustion engine, the result aimed at being to start the internal-combustion engine by power-instead of by hand, and to combine the mechanism for producing all these functions in a unitary mechanism, dispensing with extraneous niachines or air compressors, or the like.

Another object is to provide simple, manual controlling elements for regulating the mechanism to accomplish any of the three main functions above set forth, where by simply the setting of a lever in any one of the three definite positions will convert the engine into any one of the three types mentioned.

Another object is to provide a simple and eiticient valve mechanism capable of regulation to perform its duty when the engine operates as an lllieI'll{ll-(JOIIllNlStlOD engine, as a pumping engine, or as a fluid-pressure engine.

Another object is to provide a novel and efficient three-way valvewhich may be set to cooperatewith the engine for maintaining the proper How of compressed thud which is admitted to the engine when it is acting as a pressure-operated engine; or for regulating the passage of fluid which has been compressed by the engine when operating as a pumping engine or compressor; or which may be placed in conditlon to permit the engine to operate as an inter-nah combustion engine.

Another object is to so combine the mechanism of the engine that itis concentrated in compact form and housed and 'protected from injury, but which is accessible for inspection or regulation when necessary.

Other advantages of the invention will appear in the following description.

The accompanying drawings illustrate the invention, and referring thereto Figure 1 is a plan view of the engine. Fig. 2 is a side elevation of the engine with the nearest fly whcel removed. Fig: 3 is an enlarged vertical, longitudinal section taken on the line wa:". Fig. 1. Fig. t is an enlarged plan view of what is shown in Fig. 3 with part of the cylinder shown in horizontal section, the 1nagncto-box in horizontal section, and the cam-box partially in horizontal section. Fig. 5 is a side elevation, showing portions of the frame in section, of the governor for controlling the movement of the operating rod. Fig. 6 is a vertical sec- -tion enlarged through the three-way valve maybe used in place of the form shown in detail in Figs. 6 and 7.

l designates the base upon which is mounted a cylinder 2, and having journals 3 in which is mounted a crank shaft l. The crank shal't t is connected by a connecting rod 5 with a piston 6 within the cylinder .2.

On one side of the cylinder 2 is an explosion chamber 7 provided with an inlet valve 8 and an exhaust valve 9. The inlet valve 8 has a stem 10, and is held against its seat by a coil spring 11. Screwed in the end wall of the explosion chamber is a threaded bushing 12 having a hand-wheel l3, andslidable within the bushing 12 is a spring-block 1 L behind which is a coil compression spring 15. The spring-block l-t has a recess 16 into which a pin 17 projects, the latter extending from the bushing 19. The spring '15 normally holds the springblock it fully extended, and under normal conditions the end of the inlet valve stem- 10 rests against the spring-block 14-.

In order to facilitate the starting of the engine, the hand-whcel 19 may be turned to advance the bushing and with it the spring block 1-1 which will lift the inlet valve from its seat, the spring 15 being stron or than the spring 11, so that some gas wi l escape while starting the engine, which will allow the engine to be easily started. If the engine is turned over very slowly, all of the gas will pass out through the valve, and if it is turned over very quickly the pressure will rise sufiiciently to compress the spring 15 and shut the valve during compression, after which 1t will again open. lVhen the springblock 14 is extended,,as above described,t-he

recess 16 permits the'retraction of the spring- 1 air as it rushes into the pipe 19 during the intake.

20 designates a vaporizer which may be attached to the pipe 18. i A taper plug 21 is arranged in theupper wall of the explosion chamber 7, and mounted in the plug 21 is an igniter 22 which may be of any preferred construction. The igniter 22 is operated by'a rod-23 which is pivoted to one arm of a bell-crank lever 24,

a coil spring 25 being attached to the other arm of the bell-cranklever 24 and to a stationary lug 26. The bell-crank lever 24 has a lip 27.

The exhaust valve 9 has a stem 28 which is slidabl v mounted in a guide 29 which is screwed to the side wall of the explosion chamber 7. The stem 28 carries a spring retainer 30, and a coil spring 31 yieldingly holds the exhaust valve 9 against its seat. An exhaustpipe 32 is connected to the explosion chamber. A block 33 has a stem 34 mounted in a journal 35 and forms a swivelguide for one end of an operating rod 36,

the end of the latter lying adjacent the end of the exhaust valve stem 28. Attached to the other end of the operating rod 36 is a carrier block 37 having a cylindrical recess 38 and being mounted to slide longitudinally or laterally in a guide 39. One end ofthe guide 39 has a recess 40, and a spring-retaining thimble 41 is arranged in the adjacent I end of the guide 39.

A compression spring 42 which encircles the operating rod 36 lies partially within the l lllnll'llti 41 and recess 38, and serves yieldingly to press the operating rod 36 toward the cam shaft 71. The end of the carrierblock 37 is slotted and carries a roller 43. The carrier-block 37 is provided with a rectangular slot 44 into which projects a pin 45 which is carried by a regulating lever 46 pivoted to a bolt 47', the regulating lever 46 46 being provided with a combined operat' ing and latch handle 48.

The upper face of the guide 39 is provided with three circular recesses 49, of which in Figs. 1 and 4, two only may be seen, the third being obscured by the handle 48. The three recesses 49 are designated S, P, R, the initials respectively standing for starting, pumping, ant running. The handle 48 has a verticalniovementrelative to the lever 46, being yieldingly pressed down against the same by a' spring 50, while rigidly attached to the handle 48 is a latch-pin drops the pin 51 into the recess. The handle 48 and the regulating lever 46 may thus be swung into any one ofits three positions, and the pin 45 which lies within the slot 44 will accordingly tilt the operating rod 36 upon its fulcrum, the swivel guide 33, the

latter swinging freely in the journal to accommodate this lateral movement 'of the operating rod 36.

The guide 39 is formed of a lower member 52 which is preferably ea'st integral with the base 1', and of an upper member 53 which is detachably fastened to the lower member 52 by bolts 54, thus forming a removablecover for the carrier-block and adjacent end of the operating rod.

A magneto-box 55 is arranged-on the side of the cylinder adjacent the explosion chainber 7 and comprises a lower member 56 which is preferably bolted to the cylinder 2, and an upper member 57 which may preferably be detachably fastened to the lower member, thus forming a housing for the magneto and its adjacent mechanism. VVithin the magneto-box 55 is a magneto 58, the

armature of which is mounted on a shaft 49,

the shaft 59 having rigidly attached thereto the bell-crank lever 24, before described.

Pinned on the operating rod 36 is a block 60 to which is pivoted a detent 61 having a rearwardly-extending arm 62, a coil spring 63 bearing upon the top of the arm 62 and serving to tilt the detent 61 upwardly. The bleckGO has a threaded stem 64 upon which is screwed a sleeve 65 which has a hand- .wheel 66 and a dial 67. The face of the hand-wheel 66 has several recesses'68, either of which-is adapted to support a pin 69, there being a pin 70 projecting up-from the operating rod 36 against which the pin 69 is adapted tostrike. The sleeve 6:") forms a timing device and its front edge rests against the undercut. end of the arm 62, and the elevation of the detent 61 may be regulated by screwing thetiming device along the threaded stem 64, the spring 63 yield-. ingly holding the arm 62 against the edge of the sleeve 65. The pin 69 may be set has another chamber 131 with which the pipe 117 communicates. The chambers 130 and 131 communicate with each other through a port 132 which is normally closed by a valve 133, there being a compression spring 134 acting against the bottom of the valve 133 and holding it against its seat. The valve 133 has a stem 135 which lies Within a circumferential groove 136 formed in the plug 122, the groove 136 having a cam face 137, so that when the plug 122 stands in the position shown in Fig. 7, the valve 133 is held against its seat by the spring 134; while by turning the plug 122 the cam face 137 will gradually depress the stem 135 and open the valve 133.

The plug-122 has a passage 138 which gives communication of the pipe 119 with the chamber 130 when the handle 127 stands at either P or S; when the handle 127 stands in the position shown in Fig. 2 at R, communication between the pipe 119 and the chamber 130 is cut off.

When the engine is operated by power derived from internal combustion in the cylinder 2, the handle 127 is moved to R, as shown in Fig. 2, thus shutting off communication between the pipe 119 and the chamber 130, as clearly shown in Fig. 3; the valve 108 is also held retracted, the pin 113 engaging in notch 112, as shown in Fig. 2, so that the stem 109 will not be acted upon by the disk 66; the handle 48 is moved into position B, so that the roller 43 cotiperates with the running cam 74. As the piston moves through the working stroke, the inlet valve 8 and the exhaust valve 9 are both held against their seats, and the operating rod 36 moves toward the cam shaft 71, being retracted by the spring 42. Upon the return stroke the running cam 74 acting upon the roller 43, pushes forward the operating rod 36, and the end of the operating rod strikes against the end of the exhaust valve stem 28 and pressing the spring 31, opens the exhaust valve 9, thus permitting the exhaust gas to pass out through the pipe 32 as the piston 6 moves toward the head-end of the cylinder. As soon as the piston reaches this end of its stroke the running cam 74 allows the operating rod 36. to be retracted by its spring 42, and the spring 31 expands and closes the exhaust valve 9, and as the piston moves forward it sucks in a supply of fuel through the pipe 18, the inlet-valve 8 opening automatically and remaining open until the end of the suction stroke, and during the return or compression stroke the inlet-valve 8 closes, and as the piston 6 moves toward the head end of the cylinder, it compresses the explosive fuel within the cylinder 2, the operating rod 36 being meanwhile moved forward by the running cam 74, and as soon as the detent 61 strikes the lip 27 it rocks the shaft 59, which gives a partial rotation of the armature of the magneto and simultaneously therewith rocks the bell-crank lever 24 backward, expanding the spring and retracting the rod 23; and as soon as the detent 61 rides from under the lip 27, at which point the position of all of the parts in Fig. 3 are shown, the spring 25 quickly reacts and pushes forward the rod 23, thus operating the igniter 22 and producing a spark in the combustion chamber which ignites the charge; thus, the igniter is not operated until the armature has reached its highest speed and has produced the requisite current; the piston is again moved through the working stroke, the running cam 7 4 permitting the operating rod 36 to be retracted by the spring 42.

As before stated, the cam shaft 71 revolves at one-half the speed of the crankshaft 4 and the running cam 71 is so timed as to reciprocate the operating rod 36 through alternate long and short strokes, giving it a short stroke, terminating at the point shown in Fig. 3 without coming in contact with the valve stem 28, but sufiiciently long to .allow the detent 61 to operate the igniting mechanism during the compression stroke; during the exhaust stroke, the running cam 74 advances the operating rod 36 through a much longer stroke and opens the exhaust valve 28 as before described.

When the speed of the engine rises to a certain point the weights 91 move out and their flanges 96, as they ride under the spring 95, depress the governor-lever 89 so that the latter will catch the trip-plate 87 and hold the operating-rod from retracting. This action takes place when the operating rod isin its forward position with exhaust full open and the exhaust valve is thus held open, allowing air to be sucked into and forced out of the cylinder one or more times .until the speed of the engine has dropped sufficiently to allow the weights 91 to spring in to permit the spring to raise the-governor-lever 89 out of engagement with the trip-plate 87, whereupon the operating-rod 36 is then retracted by the spring 42 and resumes its functions of operating the igniter and exhaust valve at the proper intervals.

By turning the disk 66 so that the'pin 69 rests against one side of the pin 70, the detent 61 will be suspended at a relatively low elevation which will allow it to escape from the lip 27 and thus produce an early spark, while by turning the disk 66 so that the pm 69 rests against the other side of the pin 70,

' the elevation of the detent 61 will he at a higher point, and it will not therefore escape from the lip 27 as soon, so that a late spark may be produced; while sparks may be pro duced at intermediate points of the stroke by setting the disk 66 at any point intermediate of these two positions, and by varying the position of the pin in the disk 66 a considerable range of regulation is at forded.

At the close of each run of the engine it is desirable to operate it as a pumping engine or compressor to compress air for starting it for the next run, and during the operation of the engine as a pumping engine, the power is derived from the momentum of the fly-wheels which gives sufiicient power for compressing an ample supply of air to be used for starting.

In pumping, the handle 48 is moved to position P, over the middle recess 49, which swings the operating rod 36 on its fulcrum, the swivel-guide 33 placing the roller 43 against the pumping roller 76 so that as the crank shaft is revolved by the momentum of the fly-wheels, the piston 6 is reciprocated, but the operating rod is stationary so that neither the igniter nor exhaust valves are operated. The handle 127 is also placed in position P over the middle recess 129, which while partially turning the plug 122 still affords, by the passage 138, communication of the pipe 119 with the main chamber 130, and thus the valve 133 is yieldin ly held closed by the spring 134. The glo e valve 116 is opened, but the pin 113 is allowed to remain in engagement with the notch 112 so that the valve 108 is open. As the flywheels revolve by their momentum and turn the crank-shaft, the piston as it moves away from the cylinder head creates a suction in the cylinder which causes the inlet-valve 8 to open, the vaporizer 20 of course being shut off in the usual way by closing the needle valve a, and air is sucked through the pipes 19 and .18 into the explosion cham- I her and thence into the cylinder, so that ppon the return strokeof the piston'the air is compressed, the valve 8 bein closed and the air which is thus compresse in the cylinder is forced through the pipe 119,through the passage 138 into the chamber 130, which forces open the valve 133 and passes into the chamber 131, thence through the screen 120 and pi e 117, through the valve-cylinder 103 into t e pipe 115, and thence into the usual supply-tank not shown. Upon the re turn stroke or suction stroke of the piston the air thus forced past the valve 133 is trapped thereby, and the valve 133 remains closed during the suction stroke; upon the compression stroke it again opens and permits the compressed air to pass therethrough and through the connections before described into" the tank, which action is repeated so long as the momentum of the flywheels is maintained.

A suitable gage, not shown, may be employed :for determining when the proper pressure has been produced in the tank. It is preferable to stop the engine after pumping so that the crank stands at about 90 from dead center.

In starting up the engine to operate as an air engine the valve 116 is opened, the pin 113 is lifted out of engagement with the notch 112 and the spring 114 expands and resses the stem 109 against the disk 66. the handle 48 is moved into starting position, which tilts the operating rod 36 upon its fulcrum, the swivel-guide 33, placing the roller 43 in cotiperation with the starting cam 75. The handle 127 is also moved into position S which turns the plug 122 so that the cam-face 137 presses down the stem 135 and opens the valve 133, and although the plug 122 is thus turned partially, the passage 138 still allows communication between the pipe 119 and the chamber 130. Compressed air from the tank passes through the ipc 115, through the valve-cylinder 103, tirough the pipe 117, screen 120, past the valve 133, through the port 132, through the passage 138, through the pipe 119 into the exp osion chamber, and thence into the cylinder and pushes forward the piston, and the crank shaft is thus operated together with the cam-shaft 71. The starting cam is ,a double cam, as shown, so that the operating rod 36 is advanced and opens the exhaust valve 9 during each stroke of the piston toward the head end of the cylinder, and the compressed air within the cylinder escapes through the exhaust valve. During each forward movement of the operating rod 36, as the disk 66 is also moved forward, the stem 109 follows the disk, by reason of the expansion of the spring 114, and the valve 108 is thus automatically closed early in each return stroke of the piston, bein fully closed as soon as the disk 66 is move a distance equal to that which the valve 108 must move to close; during the remainder of this stroke the disk 66 moves beyond the end of the stem 109, and the valve 108 remains closed, so that no compressed air is admitted to the cylinder during this exhaust stroke. The momentum of the fly-wheels reverses the movement of the piston when the exhaust stroke has been completed, and as soon as the wing of the, starting-cam rides from the roller 43, the spring 42 immediately retracts the operating rod 36 so that the disk 66 presses against the end of the stem 109 and admitting compressed air through the valve cylinder 103 and connections before described, to the cylinder and-forcing the p1s ton forward, which action is repeated until the engine has acquired sufficient momen- 5 tum,

and at that time the valve 133 may be shut by placing the handle 127 in position R. The handle 48 is then placed in position R, whereupon as the piston moves out it sucks in the fuel, compresses, ignites, exhausts, and otherwise operates as before described, as an internal combustion engine.

Fig. 8 shows another form of mechanism for use in place of the three-way valve described. In this form the pipe 117 is connected to the pipe 119, there being an ordinary globe-valve 139 in the pipe 117.; A by-passage around the valve 139 is provided by pipes 140, v 141, and 142, the former having an ordinary globe-valve 143. The pipe 141 has a check-valve 144 which will permit air to pass from the pipe 140 into the pipe 142, but will prevent its passage in the reverse direction. When the engine is operating as an internal-combustion engine, globe valves 139 and 143 are closed. When the engine is pumping, valve 139 is closed and valve 143 is opened, and the air which is compressed in the cylinder of the engine is forced through pipes 119,140, 141 and 142 into pipe 117, being automatically trapped against passage backward by the check-valve 144. When the engine is being started by the compressed air, the valve 139 is opened and the compressed air flows from the pipe 117-directly into 'pipe119 and thence to the engine cylinder, it being obviously immaterial whether the valve 143 is open or shut during this operation.

By using the check valve 133 or 144, it is made possible to secure the starting 'air pressure Without the use of extraneous pumps. v

What we claim is 1. A cylinder, a piston therein, a shaft, mechanism cobperatmg with the piston for driving said shaft, valves, cams and a longitudinally and pivotally movable bar operated 'by said shaft for controlling said valves and thereby causing the piston to operate by internal combustion in said cylinder or byfluid pressure.

2. A cylinder, a piston therein, a shaft, mechanism cotiperating with the piston for driving said shaft, valves, cams and a longitudinally and pivotally movable bar operated by said shaft for controlling said valves and thereby causing the piston to operate by internal combustion in the cylinder or to compress fluid in said cylinder.

3. A cylinder, a piston therein, a shaft, mechanism cooperating with the piston for driving said shaft, a series of cams on said shaft, valves, means operated by said cams for controlling said valves and thereby caus- 5 ,ing the piston to operate by internal combustion in the cylinder, or to compress fluid in the cylinder, or tobe operated by fluid pressure in the cylinder, and a valve to regulate the fluid pressure. g

4. A cylinder, a piston therein, an exhaust valve for the cylinder, ling the admission of fluid pressure to the cylinder, an igniter, a crank shaft cobperating with the piston, a single means operated by the crank shaft for operating both said valves and the igniter, and means for manually varying the operation of said single 'means.

5. A cylinder, a piston therein, an exhaust valve for the cylinder, a valve for controlling the admission of fluid pressure to the cylinder, an igniter, a magneto, a crank shaft cotiperating with the piston, a single means operated by the crank shaft for oper ating botlr said valves and the igniter and magneto, and means for manually varying the operation of said single means. a

6. A cylinder, a piston therein, an exhaust "al ve for the cylinder, a valve for controlling the admission of fiuidpressure to the cylinder, a check valve between'the second valve and the cylinder, manually controlled means for allowing fluid to pass by the check valve toward the cylinder,"a crank shaft cobpe'rating with the piston, and

means operated by the crank shaft for operating the first two valves.

-7. A cylinder,'apiston therein, a valve for A the cylinder, a cam shaft cobperating with the piston, cams on the cam shaft, a reciprocatory operating rod for actuating the valve, a swivel guide for supporting one end of the operating rod. a carrier block attached to the other end of the operating rod, a guide supporting the carrier block, a spring intermediate the guide and carrier block for retracting the carrier block and avalve for controloperating rod,, and means for shifting the carrier block into register with any of the cams.

8. A cylinder, a piston therein, a valve for the cylinder, a cam shaft cooperating with the piston, cams on the cam shaft, a reciprocatory operating rod for actuating the valve, a swivel guide for supporting one end of the operating fed, a carrier block attached to the other end of the operating rod, a guide supporting the carrier block, 7

a spring intermediate the guide and carrier block for retracting the carrier block and operating rod. means for shifting the carrier block into register with any of the cams, and means for engaging the carrier block and preventing retraction of the same when the speed of the cam shaft exceeds a certain point. 9

9. A cylinder, 2. piston therein, a valve. for the cylinder, a cam shaft cobperating with the piston, cams on the cam shaft, a reciprocatory operating rod intermediate the cam shaft and valve for actuating the latter, a swivel guide supporting one end of the operating rod, means for swinging said operating rod into register with any of said cams, an igniter, a magneto, mechanism for operating the igniter and magneto, and adjustable means on the operating rod for operating said mechanism.

10. A cylinder, a piston therein, a valve for the. cylinder, a cam shaft cooperating with the piston, cams on the cam shaft, a reciprocatory operating rod for actuating the valve, a swivel guide supporting one end of the operating rod, acarrier block attached to the other end of the operating rod, a guide comprising a lower member, and a detachable upper member between which the carrier block works, and means carried by the upper block for swinging the carrier block laterally.

In testimony whereof, we have hereunto set our hands at Los Angeles, California this 17th day of May 1905.

OT IIO C. DURYEA. MORRIS C. WHITE. In presence of GEORGE T. I'IACKLEY, Fnnonmon S. LYON.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, 1). C.

Images