US231488A - peters - Google Patents

Description

(No Model.) 2. Sheets-Sheet 1.

.J. HOGK. Caloric Engine. N0.23l,488. Patented Aug. 24,1880.

JfifZ, F -7 ff 1 u L A ,1:

AM Mi OTO-UTHOGRAPHER, was NGTON n c (No Model.) 2 Sheets-Sheet 2. J HO O K.

Caloric Engine.

Patented Aug. 24, 1880.

Illlllllllll W1 blesses: T

MPHERS. FNOTD-LITHOGRAFHER WASHINGTON n c;

*UNITED STATES PATENT OFFICE.

JULIUS HOOK, OF VIENNA, AUSTRIA.

CALORIC ENGINE.

SPECIFICATION forming part of Letters Patent No. 231,488, dated August 24, 1880.

Application filed June 7, 1880. (No model.)

To all whom it may concern:

Be it known that I, JULIUS HOGK, residing at Vienna, in the Empire of Austria, and a subject of the Emperor of Austria, have invented certain Improvements in Caloric Engines, of which the following is a specification.

Figure 1 is a side view, partly in section, of my improved caloric engine. Fig. 2 is a section through the fire-box; Fig. 3. an enlarged end view, partly in section, of the air-pump, taken on the plane of the line 0 c, Fig. 4.. Fig. 4 is a longitudinal section of same. Figs. 5, 6, 7, and 8 are detail sectional views, hereinafter more clearly referred to.

This invention relates to caloric engines,

wherein air compressed by a pump is forced through a closed fire-box or combustion-chamber, in order partly to support the combustion of fuel and partly to pass in a heated condition, together with the gaseous products of combustion, into the \vorking-cylinder, the piston of which is propelled thereby.

One of the present improvements relates to the cooling ot' the air undergoing compression, in order to prevent the loss of useful effect that otherwise results from the increase of temperature due to the compression.

For this purpose the air-compressing pump A has at its end or ends a small orifice, a, Figs. 3 and 4, communicating by a pipe or channel, I), with a water-tank, B, situated at a moderate height above the air-pump, so that the water will flow down by gravity through the pipe I) and enter the cylinder A through the said orifice. In close contiguity to such orifice is a second orifice, 0, formed obliquely to the first one, and communicating by a passage or pipe with any convenient part of the combustionchamber, or with passages 0, containing the air under pressure, so that a small jet of air will enter the cylinder through such orifice, and in impinging obliquely upon the small jet of water entering the pump-cylinder will blow this into spray, which, in mixing intimately with the air that is undergoing compression in the pump, will take up heat therefrom. Steam will thus he formed at the same time by the action of the heat on the water-spray, and this steam will pass away, together with the air, to do duty in the engine-cylinder. This arrangement of pipe I) and orifice is at each end of the cylinder A, as indicated in Fig. 1.

In order to prevent the water from continuing to run into the air-compressing cylinder when the engine is not at work the supply is automatically stopped by providing on the supply-pipe b a cook or valve, f, acted upon by a weight, 01, or spring, tending to close it, and also. in the contrary sense, by a piston, e, in a small cylinder communicating with the passages or chamber, for compressed air, so that when, on the starting of the engine, a certain air pressure has been attained, this, in acting on the small piston, will force open the valve or cock f, and allow the water to enter the air-com pressing cylinder.

In order to supply a further quantity of steam to mix with the air and gases under pressure,so as to increase the useful effect of the engine, one or more jets of water, 9, Fig. 2, are forced in the form of spray at one or more points into the chambers or passages D, containing the heated air and gases under pressure, such introduction of water being efi'ected in regulated quantities by means of a pump, h. The water is, by preference, forced through a narrow adjustable annular orifice formed by the insertion into a circular opening of a conical plug, 01, at the end of a rod that can be screwed more or less forward, so as to increase or decrease the annular space between the plug and the opening.

One such jet of water-spray may advantageously be introduced into the closed combustion-chamber D of the engine, and another in the pipe E, Figs. 6 and 8, leading from the fire-box to the working-cylinder. In the latter case there are provided in the pipe, just below the said jet, a number of wire-gauze screens, j, placed one above the other, so that the water-spray, in falling upon and passing through such screens, heated to a considerable extent by the gases in the pipe, will rapidly be converted into steam, and at the same time be mixed intimately with the air and gases that are also passing through the screens. As these gases carry with them a certain amount of dust from the fuel in the fire-box, such dust, as also the solid matter held suspended in the water, will be intercepted by the screens, which are removed from time to time to clear them of such accumulated dcposits. To facilitate such removal the pipe is provided at the point where the screens are situated with a side opening, closed hermetically by a cover, 7:, Fig. 8, secured by screws 1, the screens being merely placed loosely one above the other in the pipe, which has shoulders or lugs m for supporting them.

It will be evident that a certain relation will have to be maintained between the quantity of airiutroduced into the fire-box and the quantity of water mixed therewith for the production of steam. Upon the quantity of air will depend the quantity of fuel that can be burned and heat produced, and upon this depends, again, the quantity of water that can be converted into steam of definite temperature; and thus it follows that it the temperature is to he maintained approximately constant, the proportion between air and water supply once determined must also be constant. This is effected by regulating the pressure in the chambers and passages containing the air and gases under pressure, as follows: The speed of the engine is regulated by causing a governor to effect the opening of the admission lift-valves to the working-eylinder for a greater or shorter length of time by means of revolving and sliding cams n, Fig. 1, which open the valves against the action of springs. ()n the load on the engine. decreasing the cut-ott' is consequently caused to take place earlier, the ett'ect of which would be to produce an increase of pressure in the chambers and passages containing the air under pressure it the compressing-cylinder and water-jets continued in full action. To prevent thisapiston,o, in a small cylinder, 13, Figs. 1, 5, and T, is acted upon in one direction by the air-pressure in the chambers or passages, and in the contrary direction by a weight or spring, (1, which is so adjusted that as soon as the air-pressure exceeds the desired limits the piston is moved in opposition to the weight or spring, and is thereby made to act on levers that keep the supplyvalves of the comprcssing-pump closed, and also 011 other levers, 1', that close the cocks or valves on the supply-pipe of the water-jets until the pressure is again reduced.

The gearing by which the force-pump for the water-jets is worked from the engine is so arranged as to be readily disconnected, so that for starting the engine the pump-lever can be worked by hand, in order to force sufficient water into the fire-box to produce steam of the requisite pressure to move the workingpiston.

For larger engines, and particularly those that require to be maintained constantly in action for a considerable length of time, such as marine engines, two or more separate fireboxes or combustion-chambers are provided, and the air pipes and passages leading from the compressing-pump, as also those leading to the working-cylinder, are made to communicate with both or all the combustionchambers, but are provided with valves so arranged that the one or the other combustion-chamber can be cut otl' from the communications, for the purpose of cleansing and repair, without intert'ering with the action of the engine.

I am aware that a screen submerged in water in a. boiler has already been used for dividing the heated gases that bubble up through the water. This I do not claim.

I claim 1. The combination, in a caloric engine, of the airpump A, having thejet-orifice a and the inclined air-orifice. c, with the water-supply pipe 1;, and with the air-chamber (1, substantially as herein shown and described.

2. The combination of the hot-air chamber 1) or its pipe. E with one or more jet-pipes, g, pumps [1, and regulating-plugs i, substantially as herein shown and described.

it. In a caloric engine, the combination of the screensj with hot-air pipe E, which leads from the tire-box tothe working-cylinder, and with the jet-pipe for discharging a jet of water upon said screens, substantially as herein shown and described.

4. The combination, with the compressed air chamber, of the cylinderp, weighted piston 0, and levers r, for automatically actuating the cocks in the water-supply pipe, substantially as herein shown and described.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

JULIUS HOOK.

Witnesses:

C. 0. PAGET, Bow. 0. v. RUTI.

Images