USRE12249E - Reissued july - Google Patents

Description

No. 12,249. REISSUE D JULY 26, 1904.

' O. P! OSTERGREN.

INTERNAL COMBUSTION ENGINE.

v APPLICATION FILED APR.15 1904.

' 4 SHEETS-SHEET 1.

REISSUED JULY 26,1904.

APPLICATION FILED APR.16. 1904.

4,SHEETBSHEET 2.

1 Ill \lkl y 3 l I H 2 a O Nb. 12,249. REISSUBD-JULY 26,1904.

- 0. P. OSTERGREN.

f INTERNAL COMBUSTION ENGINE.

APPLICATION FILED APR.15. 1904.

' 4 SHEETS-SHEET a.

29" 5X /6 I 5 50 k -/2 M a 9/5 25 l V 4 z fi 1 20". \2 4' I i 3/ y 1 1 v 1 g 52 l i I J f l I UNITED STATES Reissued 3111 7.26 1191M".

PATEN OSCAR P. OST RGREN; on NEW YORK, N: Y., ASS1GNOR, BY MESNE ASSIGNMENTS, TO'THE FUEL OIL roWn-R COMPANY,' A oonro RATION THEDISTRICT OF COLUMBIA.

'mrsnuAn-coluausrlou' ENGINE...

SPECIFICATION forming part of Beissued Letters Patent No. 12,249, dated July 26, 1904. Original No. 752,410, dated February 16, 19 04. hpplidation for reissue filed April 1 5, 1904." Serial No. 203,:856-

,To all whom it may c0n cern: i 1

Be it known that I, OSCAR P. Os'rnne nnn a subject of the King of Sweden and Norway,

and aresidento f'New York city, county, and

State have invented certainnew and useful Improvements in Internal Combustion En gines, of which the-following is a-specification,

. reference being had to the accompanying drawin'g's, forminga part thereof;

invention relates to improvements ininternal combustion engines, and particularly to that class of. internal-combustion engines operating upon. the two-cycle principle.

My invention consists particularly in a novel form'and construction of admission valve for the introduction of fuel' into the cylinder andinfnovel and improved means for operating same, in an improved construction and means whereby resistance to'the admission of fuel into the cylinder by the pressure of compressedfluid therein may be opposed fby the introduction of such' compressed fluid at the rear as well as at the front of the valveface, in a novel form, of combined compressor and suction feed-pump for the fuel, and in f novel means for automatically timing'the opaeration of'the' fuel-admission valve correctly fol-either direction of rotation of-the engine.

My invention furtherconsistsint certain novel detallsof construction and combination {of parts, as will hereinafter more fully set forth." 3

' r 'I will now proceedto'describe anyinternal combustion engine embodying my invention and will then point out the novel features in claims.

In the drawings, Figure l is a vieti'iin side elevation of agas-engineemb ying my invention. Fig. 2 is aview, 'gia'rjthi isideielevation and partly in .centrall'on tndinal sec Qtion; of the same, illustrating the opposite sidei to that shown in Fig. '1. 3 isa' vi'ew in' -cent ral vertical section of the saute," the plane of section being taken at right to gthe .vie'ws shown'in Figs; 1 2.; ig. 4 is adia'grammatic view illustrating the piston 'at the lower end ofits stroke min 'tlie -.ihcomngles the casingor constructed as a part thereof I provide a cylinder 2," between which and the casing I leave -an annular chamber, through which a cooling medium-maybe permitted Fitted, to the cylinder 2 is a.

to circulate.

trunk-piston3, connected by an ordinary con nect'ing-rod-or pitman 4 to a crank 5, arranged 'uponfthe engine-shaft 6; The engine shaft is supportedin suitable journal-boxes in por- -tions of the casing 1 1- The piston 3 is provided at its upper or real end with .an'annular deflector 7 secured thereto or'formed as an intc ral-part thereof; and the piston is further prifvided withpo'rts 8 for admitting compressedfi'ain'to within the .de-

flectdr 7L- The cyl-i'dr 2 is provided circumferentially with iplkports 9 and exhaust-; ports 10. vThe ji'nl''fi; ports 9 communicate withthe interior offthebasing 1. The ex haustrports l0 communicate with an annular chamber 1-1; arranged around the casing 1-, and from thence'passintoa'nozzle 12, fortning a part of an ejector. The outer nozzle of the ejector is shown at 13 and connects with.

the annular space 14 between the upper end of the'cylinder 2 and the outer wall of the casing 1; The walls of the ports 12 constitute aninclosing end for the space 14, and inlet-ports '15 admit cooling mediumto the said space. 1

Therear end of the cylinderj is provided with a-ireentrant portion or head, between whichand the outerwalls of the cylinder the deflect f the piston is adapted \to beinclose d Theihead 1 6 supports a fuel-admission valve comprising casing 17, a valve-plug 18, a piston 19,:-fa spring/20, and an inclosing cap 01' cover 21. nication, througa channel 22, check-valve "23, pipe 24, heating-coil 25, (arranged within the upper end of its stroke.

lye-casing 17 is'in comlnu r main shaft 6.

the nozzle 12 of the ejector,) and pipe 26, with ed, by a piston-rod 31 and acam-follower 32,

with an operating-cam 33, mounted upon the A link 34, pivoted at 35 to a stationary portion of the engine, connects with the connectingr rod 31 and acts as a guide to guide same in its movement, whilea spring 36, connected to the said link andto a stationary portion of the engine, operates to hold the cam-follower 32 ,always in contact with the face of thecam 33. The auxiliary compressor'has also a connection 3'1 with the upper end of the cylinder 2. A suitable electric starting-plug 38 is mounted in the end or head of the cylinder or may be located elsewhere in any other convenient position.

.The reservoir 27 is arranged to carry liq uid fuel under pressure, such as a heavy oil, and the oil is thus constantly supplied through the pipe26, heater25, pipe 24., needle-valve 57, and check-valve 23 to the fuel-admission valve 18. When the auxiliarycompressor pistonfi30 is below the level of the port 37,

. fluid-pressure is equalized through the rear end of the cylinder, port 37, auxiliary-compressor cylinder 29, and pipe 28 upon both sides of the fuel-admission valve 18, and the action of the spring will be such as to hold the valve to its seat. If the auxiliary-compressor piston be raised, however, to a point above the port 37, as it will be so raised at the proper time by the cam 33, the'said port will be closed, and the fluid above the the valve'1'8 is held open.

7 moving piston 30 will be compressed until the pressure thereof, rising to a point above the resistance .of the spring 20, will slightly lift the piston 19 and permit oil to feed through the valve 18 into the rear end of the cylinder 2 behind the piston 3. Such admission will continue to take placefor so long a time as W'hen the piston 3 is at the upper end of its stroke, as shown in Fig. 3 of the drawings, the admission-ports 9 for compressed air will be closed, as will also the exhaust-ports 10. hen the piston is moved down to approximately the lowest or inmost end of its stroke, as shown in diagrammatic Fig. 1, exhaustports 10 will be uncovered by the piston, and the admission-ports 9 of the cylinder 2 will be substantially in register with the ports 8 of the piston, and airfro'm within the crankcasing 1., which has been slightly compressed by the dewnwardly-moving piston 3, will be admitted through the ports 9 and the ports 8 hotburned gases will pass out through ClltLllk ber lland nozzle 12, heating the incoming oil'by impingement upon the heating-coil 25' within the nozzle 12, and will finally be discharged through the'mouth of the nozzle 12 and that of the-nozzle 13, inducing a current of cold air through the annular chamber 14 and the nozzle 13. Fresh incoming air will be taken in through ports 15 and will act as a cooling medium upon the cylinder 2.

In its first upward movement the piston 3 will quickly close the admission-ports 9 and the exhaust-ports 10 and will then in its further upward movement compress the charge of fresh air within the rear end of the cylinder and -within the deflector of the piston. This air will becompressed to apoint that after the engine has been running a short time and taken in conjunction with the heating of the cylinder end or head will be sufficient to secure ignition of the oil sprayed into the cylinder. through the valve.,18.' The oil is sprayed into the cylinder just as the piston reaches the end of the compression-stroke and immediately ignites. Ignition having been thus secured at substantially the completion of the rear or upper stroke of the piston and such ignition taking place in'an-inclosed space con taining oil in -a finely-subdivided 'condition and air under pressure, energy will be developed to drive, the piston forward. The foregoing cycle of operations will then be continued indefinitely.

The speed of the engine may be regulated bythe adjustment of a needle-valve 57, arranged in the pipe 24, by the adjustment of which a larger or smaller quantity of'fuel will be permitted to feed into the upper end of the cylinder in a given time.

. As before stated, the fuel will be under pressure in the reservoir 27, and such pressure may conveniently beobtained by connecting the reservoir with a source of fluid-pressure within another reservoir 39,'presently to be described. A reducing-valve 58will preferably be employed in the connection between the two reservoirs, so that uniform pressure may be maintained within the reservoir 27 regardless of the pressure within the reservoir 39, the pressure in the reservoir 39 being always greater than that required in the reservoir 27.

The pressure required in the reservo r 27 need be sufficient merely to 'raise' the oil up and through the pipe 26 to feed-port 22 and to overcome the resistance of the spring of the check-valve 23. The oil in' the passage has. no nee'd'of being under high pressure, becauseof the fact that at the, moment the oil is feeding into the cylinder through the port 18 the pressure behind the valve in the valve-casing17 will be slightly-greater than the pressure within the rear end of the cylinder 2, into which the oil is feeding. The auxiliary compressor 29 acts somewhat in the nature of a feed-pump to feed the oil the cylinder, as wellas acompressor to provide fluid-pres sure beneath the piston '19 tojlift the valve 18.

If desired, the compressor piston and cylinder may act also as a suction-pump, in which case the suction of the said piston in its downward movement will raise the oil up and through the fuel-supply pipe 26 and overcome the resistance of the check-valve-23. In this case the oil in the reservoir may be at atmospheric pressure.

In referring to the bala nceof pressure aboveand beneath the valve 18 when the compressing-piston 30 is beneath the port 37 it will be understood, of course, that while the pres;

' sure on the opposite-sides of the valve 18 is the same such pressure acting upon the under side of the piston 19 will aiways exert a force or other source of supply in any Well-known,

manner.

'- By *the foregoing it-will be seen that I do I notjattempt to water-jacket my cylinder, as

is usual in internal combustion engines, but merely cool saniieby constantly inducing a current of fresh air around the cylinder, it being'remembered that-the forward end of the cylinder is constantly in the presence of practically fresh cool air in the crank-casing I do not attempt to jacket the rear or F outer end of the cylinder, because'I-desire to use the heat of same forthe purpose of insuring ignition at each stroke.- 'I provide an ignition-plug 38 to be employed when first starting the engine up; but after the engine.

' has been running ashort time the use of such plug is not necessary. 1

Because of the peculiar of the deflector and the manner of introducingza-ir within same from the crank-chamber,awhirling action is produced, which very efl ectivelyscavenges the cylinder, driving therefrom substantiallyall of the burned gases before the exhaust-ports are closed by the upwardly-moving piston.

For the purpose of startingthe errg ine I have provided a reservoir 39, arranged to contain,

a supply of fluid under pressuraW-hich communicates through a pipe 40vvith'acombined inlet and check valve 41, arranged in a casing 42 upon the sideof the crankscasing 1., The

' valve 41 has an upper stem, and a spring 43 ing and the'end of the-said stem to constantly.

is arranged between the upper end of the cas bear against the same to hold the valve closed. The said valve is also provided with a lower stem adapted to be engaged byasliding plunger 44, mounted-in an extension of the casing 42 and passing through a suitable stufiingbox to the external atmosphere. A tappet 45,

quadrant 49.

secured upon a short rock-shaft 46,, engages the plunger 44 and under pertain :cond-itions causes a reciprocation ofthe same. Th elrock shaft 46. has also securedthereto an armor lever 47, the outer end-of which carries a block '48, mounted in a quadrant 49. The quadrant 49 forms a part of a Stevenson link-motion comprised in connecting-rods 50, eccentrics 51, a link 52, and an operating:lever 53.i the position shown in thedrawings the oper ating-lever 53 is in its intermediate position,

and the block 48 is at a point midway of the- This is a position of practical rest or dead-center, and operation of the eccentrics will have no practical effect upon the armor lever 47, and the rock-shaft '46 will hence remainat rest. When itfis desired to start the engine, the operating-lever '53 is thrown in one direction 'or the other, according to in whichdirec'tion it is desired that the engine shall run. When so operated, one'or other of the eccentrics 51 will operate to vibrate the. arm 47, rocli=shajt '46, and hence ger 44. Reciprocation of the plunger 44 will open the valve- 41 at a predetermined point in theposition of the moving parts of theengineand for a predetermined period,so as to admit compressed motive fluid from within the reservoir 39 as a working fluid for the engine. For a-short time the engine-will beoperated by motive fluid from the reservoir 39, just in" the same manner asan ordinary single-acting steam'or air engine is operated, until after several strokes have been made and air compressed in the cylinder and fuel admitted the engine will commence to work as an internalcombustionengine, when the operating-lever '53 may be again operated to bring the linkmotion to a dead-center, and admission from. the reservoir 39 will cease. At each subsetapp'et 45,"to cause a reciprocation of the pluuqueut Working stroke of the engine fora short period compressed fluid will be supplied to the reservoir 39 to take the place of that-which hasbeen employed for starting the engine, the valve 41 at-such tim'e's openi-rrgifireely .to-

- .As before explained, in order to start the engine in one direction or the other it is merely necessary to throw the operating-lever of the link motion to the right or left, so as to operate the valve 41 at the propertime. -When reversing the engine, however, it is necessary to op-' eratte the auxiliary compressor29 with respect to the crank-shaft upon the opposite side of -a line passing through thecenter of the engine. For the purpose of automatically making the necessary change of position :of the cam 33 with respect to the shaft 6 when the direction of rotation of the engine is reversed I have mounted the said cam 33 loosely upon the shaft I ward the reservoir and operating as a checkvalve to prevent return of fluidtherefrom.

and have provided an. abutment 54 upon the fly-wheel 55, which abutment is adapted to I compel its rotation, butwhich abutment will pass through an arc of one hundred'and eighty degrees before again engaging with the said projection, when the direction of rotation of the engine is reversed- (See particularly- Fig. 2.)

By the foregoing it will be seen that I am enabled to start and run my engine in either direction at will by the simple manipulation of a 'link-motion-operating lever.

When the engine is first started, it may be necessary for ashort space of time to use the electric igniting-plug 38; but after the engine has been running but a short time the'eurrent theretojmaybe discontinued, ,as the heating of the cylinder end 16, together with the compression of air within the cylinder end when the piston has completed'its rear'stroke, will Y give a temperature .sufiicient to ignite the fuel-supply, and the engine Will continue to run without further ignition from external sources. The check-valve 23 is provided in that the engine may be self-starting and self -the same lever.

reversing under all conditions it is necessary to have a plurality of cylinders connected to the same crank-shaft, the starting and reversing valve motions. of which may be operated from It will be obvious same is capable of many and varied modifications within the spirit and scope of my invention, and, further, that certain parts may be employed in connection with other parts of difl'e rent construction. Hence I do not desire --to be limited onlyto the precise details of construction and combination of parts; but

VVhatIclaim'is- V y l.- In an internal-combustion engine, the

combination with a working cylinder and a piston, of'an engine-driven air-pump and a fuel-valve 'including means for opening the same, directly exposed to and actuated by the pressure fromthe pump, whereby the operation of the valve is pneumatically timed in relation to the engine speed.

2. In an internal-combustion engine,. the combination with a working cylinder and a piston therein, of a fuel-admission valve, pressure-operated means connected thereto and. adapted, when operated, to open said valve,

andan air-pump operated by the engine'for supplying pneumaticpressure to the pressureoperated means for operating same, the connection from the pump to the pressureoperated means being direct and open in a direction toward the pressure-operated 'means at all times. Y 3. In an internal-combustion engine, the combination with a cylinder and a piston therethat the foregoing is but *one embodiment of my invention and that the in, of a fuel-admission valve communicating with the interior of the cylinder, a passage leading from within the cylinder,- at its work ing end, to behind the valve, pressureoperated means for operating the valve in one direction, and means operated by the engine in its movement for closing the said passage and for compressing fluid to operate the said fluidpressure-operated means.

4; In an internal-combustion engine, the

combination witlra cylinder and piston therein, of a fuel-admission valve, a passage leading from within the, cylinder to the rear of the said valve, pressure-operated means connecting with said passage, for operating said valve in one direction,an auxiliary compressor adapted in its movement to close the said passage and compress the fluid remaining thereinon the rear side of the valve, and means for operating the auxiliary compressor.

5. In an internal-combustion engine, the

combination with a cylinder and piston therein. of a fuel-admission valve, a passage leading from within the cylinder to the rear of the said valve, pressure operated means for operating said valve in one direction, an'aux- 'iliary compressor-adapted in its movement to close the'said passage and compress the fluid remaining therein on the rear side of the'valve and to actuate the pressure-operated means,

and means connected with annoying-part oftheengine to operate the auxiliary compressor,

said means adjustable with respect to the. movement of the engine.

6. In an internal-combustion engine, the

combination with a cylinder and piston there- IOO in, of a fuel-admission valve, a passage lead- 7 ing from within the cylinder to the rear'of the sald valve, pressure-operated means for operating said valve in one direction an auxiliary compressor adapted in its movement to close the said passage and compress the fluid remaining therein on the rear side of the valve and to actuate-the pressure-operated means, a cam connected with the engine for operating the auxiliary compressor and means for adjusting the position of the cam with relation to the movement of the engine.

7. In an internal-combustion engine, the

, combination with a cylinder and a piston there in, of a fuel-admission valve communicating with the interior oi the cylinder, a passage leading from within the cylinder to behind the valve, 'means for operatingthe valve, and means for prod ucinga preponderance of pressure behind the-valve when same is opened whereby fuel may be fed thereto at low pressure. I

8. In an internal-combustion engine, the combination with a cylinder and a piston there. in, of a fuel-admission valve communicating with the interior of the cylinder, a passage leading from within the cylinder to behind the valve, means for operating the valve and means for closing the saidpassage and raismitting fluid under pressure from within the. working end of the cylinderv to behind the valve-face, while said valve is closed, and means for operating the valve to admit fuel to the working end of the cylinder.

10. In an internal-combustion engine, the

combination with a cylinder and a piston therein, of a fuel-admission valve communicating with the interior of the cylinder, means for admitting fluid under pressure from within the cylinder tobehind the valve-face, while said valve is closed, and means for increasing the pressure behind the valve-face as the valve opens, in order to feed fuel into the'cylinder,

against the pressure of the fluid therein.

11. In an internal-combustion engine, the

I combination with a cylinder and a piston therein, of a fuel-admission valve communicating with the interior of the cylinder, acheck- Valve, means for admitting fluid under pressure from within the Working end of the cylinder to between the admission valve and the check-valve while the admission-valve is closed, and means'for operating the admissionvalve to admit fuel to the working end of the cylinder;

12. In an internal-combustion engine, thecombination with a cylinder and a piston therein, of a fuel-admission valve communicating with the interior of the cylinder, a checkvalve, means for admitting the fluid under pressure within the cylinder to between the admission-valve and the check-valve while the admission-valve is closed, and means for increasing the pressure between the two valves as the admission-valve opens, in order to feed fuel into the cylinder, against the pressure of the fluid therein.

13. In an internal-combustion engine, the combination with a cylinder and a piston therein, of a fuel-admission valve communicating with the interior of the cylinder, a source of fuelsupply,-a check-valve therein, a passage leading-from the interior of the cylinder to a point in the fuel-supply between the checkwalve and the admission-valve, and

means for closing the passage to the cylinder,

and for raising the pressure in that portion of the passage connecting between the said valves. w

14; In an internal-combustion engine, the

combination with a cylinder and apiston there-- 'in, of a'fuel-feed pump, and means for admitting fuel, and fluid under pressure from the workingend of the cylinder to the feed-pump once'for each working stroke of the engine.

16. In an internal-combustion engine, the combination with a cylinder and a piston therein, said piston in its operationarranged to compress air within said cylinder, of a fuelfeed pump arranged to admit fuel. into the volume of air so compressed, and contained within the said cylinder, and means foradmitting air, so compressed, from the cylinder to the feed-pump, prior to its said fuel-admitting operation. i

In testimony whereof I hereunto ,aflix iny signature in the presence oftwo witnesses.

D. HOWARD HAYWOOD, C; F. GARRINeToN.

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