US453446A - lindner - Google Patents

Description

(No Model.) 2 Sheets-Sheet 1. 0. LINDNER.

HYDROGARBON ENGINE.

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- with an entirely uncooled combustion-cham- UNITED STATES PATENT OFFICE.

OTTO LINDNER, OF BRUSSELS, BELGIUM.

HYDROCARBON- ENG|NE.

SPECIFICATION forming part of Letters Iatent No. 453,446, dated June 2, 1891.

Application filed July 31, 1890- Serial No. 360,596. (No model.) Patented inBelgium January 4,1890, No. 89,066 in England January 22, 1890, No. 1,150, and in France July 3, 1890, No. 206,783.

To all whom it may concern.-

Be it known that I, OTTO LINDNER, a subect of the King of Belgium, and residing at Brussels, in said Kingdom, have invented certain new and useful Improvements in Hydrocarbon-Engines, (which has been patented in Belgium by Letters Patent No. 89,066, dated January 4, 1890; British Patent No. 1,150, dated January 22, 1890; French Patent No. 206,783, dated July 3, 1890,) of which the i'ollowing is a full, clear, and exact specificaion.

My invention relates to hydrocarbon-engines which work in a cycle of four operations and with compression of the combustible mixture.

The object of the. invention is to construct the engine in such a manner that the combustion-chamber can be highly heated by external means before the engine is started and internally while it is at work in order to insure a complete combustion of the petroleum supplied to the engine; also, to prevent the premature explosion of the combustible mixture during the period of suction and of compression, which explosions frequently occur in uncooled and therefore highly-heated combustion-chambers.

The principal feature of novelty consists in the combination of a cooled working-cylinder ber and with a valve adapted to control the communication between them in the manner hereinafter described.

In the accompanying drawings, Figure 1 is an axial section showing the rear part of the working-cylinder, as well as the combustionchamber and valve-box of a hydrocarbon-engine embodying my invention. Fig. 2 is a diagram of the crank or crank-disk. Fig. 3 1s a transverse section through the valve 1) shown in Fig. 1 and through the vaporiser which serves to evaporate the liquid fuel. Fig. 4. is a cross-section through the valve-box along the axis of valve b, and Fig. 5 a crosssection through the valve-box along the axis of valve V.

A is the working-cylinder surrounded by a cooling-jacket O; K, the working-piston; G,

the valve-chamber fixed to the rear end of the working-cylinder and provided with a cooling-jacket; F, the combustion-chamber fixed to the bottom or sideof the valve-chamber and provided with an igniting-tube f or other suitable device for igniting the com bustible mixture.

1) is the valve for the admission of air and combustible mixture; a, the exhaust-valve, and V the ,valve which serves to open and close the passage E between the combustionchamber F and the working-cylinder A. The

chamber F is a separate metallic vessel which projects from the valve-chamber, so that it can be heated all round. The valves are connected with the engine-shaft or other moving part in such a manner as to open and close automatically at the required moment of each cycle.

The mechanism for operating the valves a and b is similar to that used in some wellknown gas-engines and not claimed as part of this invention. Each of the said valves is opened by a lever Y or Y, which receives motion at the required moment from a cam S, fixed on a horizontal shaft T, which is driven from the crank-shaft by a pair of bevel-wheels, as in ordinary gas-engines. The return or closing motion of the said valves is .produced by coiled springs.

The valve V is operated in a similar manner by means of a two-armed lever Y and a vertical rod '0, which receives motion at the lower end from a cam S, fixed on the said shaft T. The return motion of the valve is produced by a helical spring o actingon the head of the rod e, which is guided at the top by a sleeve formed on the bracket 1), which supports the fulcrum of lever Y while the lower end of o is guided by a roller o held by a rod P, which is fixed to the casing of valve V. The lower ends of lever Y and rod 1) and the upper end of lever Y are'provided with frictional rollers, as usual.

The apparatus for supplying and evaporating the oil is shown by Fig.4 and constructed as follows: It comprises a petroleum-tank P, a small feed-pump U, connected with the said tank by a suction-pipe and adapted to work at every revolution of the shaft '1. when the lever Y is depressed by the cam S. For this ICO purpose the said lever has a horizontal extension X, placed over the piston-rod of the pump U, so as to depress the piston and thereby to force oil into the discharge-pipe U at every down motion of the lever Y which the regulator will permit. From the pipe U the oil enters the vaporizer Z, which is a fiat tubular metal ring (or of hollow lentil shape) connected with the valve-box of the valve b, as shown in Fig. 3. This vaporizer is constantly heated by a small lamp L, so as to evaporate the petroleum before it reaches the valve-box in order to mix with the atmospheric air supplied from the opposite side through a pipe P (shownin Fig. 4) or pipe 1). (Shown in Fig. 3.) The valve Z) is opened by the lever Y at the same time when the said lever forces down the piston of the feed-pump U, thereby driving the oil through the pipe U into the vaporizer Z. The up motion of the piston is produced by a coiled spring, and for regulating the length of stroke the upper end of the pistonrod of the oil-pump is provided with a screw-cap, which is rounded at the top and can be screwed up and down more or less.

Method of IVorking.-During the suction period the combustible mixture (mixture com posed of petroleum gas coming from a vaporizer heated by a flame L, Fig. 3, and atmospheric air coming from the tube b) enters through the valve 1) and valve-box G into the cylinder A. During the following return-stroke (compression period) the mixture is compressed to about two atmospheres, at which moment the crank-pin occupies approximately the position indicated in the diagram, Fig. 2, by the letter m, it 0 and 0 indicate the two dead-centers. At this position the valveV opens and allows the compressed gaseous mixture to enter through the passage E into the combustion-chamber F, in which it is highly heated and ignited at f by one of the well-known automatic devices usually employed for this purpose. Then follow the generation of gases by combustion, their expansion in the working-cylinder, and subsequent discharge through the valve a in the usual order. If during the working of the engine the chamber F becomes so hot that its walls will ignite the combustible mixture before ignition takes place at f, this is an advantage rather than a fault, because at this moment the piston has arrived at its inner dead-center, and is therefore ready to commence the working stroke. The valve V is sufficiently cooled by the current of air which is coming from the valve 1).

What I claim as my invention, and wish to secure by Letters Patent, is

1. In a four-cycle hydrocarbon-engine, the combination of a cooled workingcylinder with a separate combustion -chamber com municating with the working-cylinder and adapted to be heated from the outside, and a valve adapted to establish and interrupt communication between the working-cylinder and the combustion-chamber at every cycle of the engine, substantially as described, and for the purposes specified.

2. In a four-cycle hydrocarbon-engine, the combination of a cooled working-cylinder with a separate combustion-chamber coinmunieating with the working-cylinder and adapted to be heated from the outside, and a valve adapted to cut off communication between the said cylinder and the said chamber during a portion of the periods of suction and of compression, in order to prevent the premature contact of the compressed combustible mixture with the heated walls of the combustion-chamber, substantially as described.

In a four-cycle petroleum-engine, the combination of a working-cylinder A, surrounded by a cooling-jacket C, with a valvebox G, containing valves a b, a separate heating or combustion chamber attached to the said valve-box and communicating with the same through a passage E, said heating-chamber being provided with igniting apparatus and with a valve V, adaptedto close the passageE during the suction and the compression period in order to avoid premature ignition of the compressed combustible mixture entering through the valve 12, substantially as described.

at. In a four-cycle petroleumengine, the combination of a working-cylinder A, surrounded by a cooling-jacket C, with a valvechest containing valves a b and communicating with the said cylinder, said valve 1) being provided with a metallic-evaporator Z, of fiat tubular or lentil shape, communicating at one end with the valve 1) and at the other end with a petroleum-supply tank and a feed- .pump, the said evaporator being constantly heated and serving to transform the oil into gas, and a separate heating-chamber F, secured to the valve-chest and communicating with the same througha passage F, said heating-chamber being provided with igniting apparatus and with a valve V,'adapted to close the passage E (luring the suction and compression period in order to avoid premature ignition of the compressed combustible mixture entering through the valve 1), substantially as described,and for the purposes specified.

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

OTTO LINDNER.

lVitnesses:

GEORGE BEDE,

vinneonv PHELAN.

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