US1253599A - Gas-engine. - Google Patents

Description

J', J. HOGAN.

GAS ENGINE. APPLICATION FILED APR. I4. l9i6.

Patented (ED111159 1918i.

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95/ I36 I? j "3% 17%31? E35 J. HOGAN.

GAS mama APPLHIIZ'E'ION F!LEDAPR.14 1916- I I Pmenmd Jan. 15, 1.9181,

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justed to the proper position relatively to its seat in the valve casing 26, and particularly with reference to the inlet port 18 so that it may efiectively close the same during the power stroke of the piston. Again, by this arrangement wear will come on the bearings or the shaft 20 rather than upon the face of the valve thus increasing its durability andlessening the necessity for frequent adjust ment. The valve casing 26 in addition to having communication with the working chamber 2 through the port 18 and with the fuel supply pipe 17 is also in communication with a passage 29 which leads from the pumping chamber 3 of the cylinder upwardly to the valve chamber 26. Communication between the interior of the valve casing 26 is effected preferably by two ports 27, 28 which are respectively diametrically opposite the fuel supply port 17 and the inlet port 18. The passage-way 29 is preferably formed between the shell of the cylinder 1 and a supplemental outer wall 30. The valve 19 has a trans erse passage or crossport 31 which extends diametrically there through and which is adapted for one period to connect the fuel passage 17 with the port 27, and for another period to connect the port 28 with the inlet port 18, the said crossport 31 being closed for ccrta1n intervals 'between said periods.

This rotary valve in its preferred form is driven at one-half engine speed, any suit-- able means beingprovided to rotate said valve. In the specific form shown in Fig. 2 the outer end of the shaft 20 which carries the valve is provided with a spiral gear 32 meshing with a similar gear 33 on a shaft 34 which has a corresponding spiral gear at its lower end meshing with a spiral gear 35 on the engine shaft. It should be understood that the depth ofthe ear teeth on the gears 32 and 33 will be en icient to permit of such an adjustment of the shaft in its bearing as may be required for the proper working of the valve, which adjustment 15 very slight.

, Operation: The cycle of operation may be clearly understood by referring to Figs. l to 7 inclusive. In Fig. 4 it should be understood that the piston is part-way down on its power stroke. The valve 19 is in a position to open communication between the fuel pipe 17 and the passage '29, hence, fuel is being drawn into the pumping chamber 3 at this time. "When the piston has reached the end of its forward stroke (see Fig. 5) it has uncovered the exhaust port 16 so that the burnt gases may at such time freely escape. At this time the valve 19 has cut oil communication between the pump chamber 3 and the fuel supply pipe 17. At this time the valve also continues to close the inlet port 18. On the return stroke of the piston, as soon as they working end 5 has moved up eas es ing and 5 of the piston, so that a chargeof gas in volume at least equal to the displacement of said piston end 5 will be introduced into the working chamber 2. V The introduction of this gas continues throughout nearly the entire compression stroke of the piston, but is preferably checked by the valve 19 just before the piston'reaches the end ofits compression stroke. For example, the cutting oil of fuel to the chamber 2 may occur when the piston reaches approximately the position on its compression stroke indicated in solid lines in Fig. 7- 'lfhe bal ance of the compression stroke which carries the piston up to approximately the dotted line position still further compresses the gas in the working chamber so that it may be properly ignited to cause the piston to move ahead on its power stroke. In Fig. 7 the Valve 1.9 is shown in approximately the position it will assume when the piston end 5 has moved forward slightly on its power stroke, at which moment the crossport 31.

starts to open the passages 17-29 so that a new charge of gas may be drawn into the pumping chamber 3 to be deliveredto the working chamber on the next up or compression stroke of the piston. The dotted line position of the valve shown in Fig. 7 indicates approximately the position of the port when the piston is at the extreme top dead center position.

I have shown the invention emllodied in a single cylinder engine, but it isobvious that the relative number of cylinders may be multiplied as desired. t is also obvious that I may make other changes and modifications without departing from the spirit or scope of the invention.

I claim: I

1. in a two-cycle engine in combination, a cylinder having a working chamberwith an inlet port at one end and an exhaust port at the other end, a piston arranged to reciprocate therein and controlling the exhaust portto open the same at the end'of its working stroke, means for introducing an ignitible charge in said worklng chamber throughaaaasea pumping chamber to-said inlet in the working chamber, and a valve in said passage operable to open and close the same, said Valve operating to open said passage throughout substantially the entire compression stroke of said piston, said valve closing said passage during the exhausting period and during the last part of the compression stroke.

2. In a two-cycle engine, a fuel supply pipe, a cylinder having a working chamber and a pumping chamber, a piston having a working end and a pumping end adapted respectively to said chambers, a single rotary valve having a port diametrically therethrough, with means for rotating the same at half the speed of the engine for controlling communication 'both between said pumping chamber and said fuel supply pipe, and between said pumping chamber and said working chamber.

, 3. In a two-cycle engine in combination, a fuel supply pipe, a cylinder providing a Working chamber and a pumping chamber, a valve chamber having ports communicating with the fuel supply pipe and with said working chamber and with said pumping chamber, a rotaryvalve ha .'ing a cross-port therein for controlling communication between the pump chamber and the fuel sup ply pipe and between the pump chamber and the working chamber, with means for rotating said valve in one direction at onehalf the engine speed.

4:. In a tho-cycle engine in combination, a fuel supply pipe, a cylinder having a pumping chamber, and .1 working chamber with an exhaust port at one end thereof, and an inlet port at the opposite end, a piston adapted to said chambers. a valve having a passage therethrough and having a turning movement for opening communication between said fuel supply pipe and said pumping chamber during substantially the entire working stroke of said piston and for opening communication between said pumping chamber and said working chamber during substantially the entire compression stroke of said piston.

5. In a two-cycle internal combustion engins, a cylinder having a working chamber of one diameter and a pump chamber of a larger diameter, a piston having a working end and a pumping end adapted respectively to said chambers, a cylindrical valve chamber, a passage leading from the pumping chamber to the wall of the valve chamber, the interior of said passage being in communication with. the'interior of said valve chamber, two ports in the wall of said valve chamber, one of said ports afiording an inlet into said working chamber adjacent to the cylinder head, the other port communicating with a source of fuel supply, a valve having a cross-port, said valve being rota tably mounted in said valve chamber and operable to alternately open communication between said passage and the last two mentioned ports, means for rotating said valve, an' exhaust port in the side of the working chamber at the opposite end from the inlet port and arranged to be opened and closed ly the working end of said piston, the wall of said valve chamber serving to close said cross-port at timed intervals during the rotation of said valve, said cross-port operatin; to afford communication between the pumping chamber and the working chamber throughout substantially the full com pression stroke of said piston and then only to open said passage to the fuel supply port throughout substantially the full power stroke of said piston and while said exhaust port is open.

Signed at New York city, N. Y., this 5th day of April, 1916.

JOHN J. HOGAN.

Witnesses:

CHAS. J. CLARK, BEATRICE MIRVIS.

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