US603125A - Gas-engine - Google Patents

Description

(No Model.)

J. OARNES & 0. W. MOKIBBEN.

GAS ENGINE.

Patented Apr. 26, 1898.

/N E N T0178 A TTOH/VE YS.

UNITED STATES PATENT rric t JOHN CARNES AND CHARLES XV. MCKIBBEN, OF LIMA, OHIO.

GAS-ENGINE.

SPECIFICATION forming part of Letters Patent No. 603,125, dated April 26, 1898.

Application filed April 27, 1897.

To 00% whom it may concern.-

Be it known that we, JOHN CARNES and CHARLES W. MGKIBBEN, of Lima, in the county of Allen and State of Ohio, have invented a new and Improved Gas-Engine, of which the following is a full, clear, and exact description.

The invention relates to two-cycle explosive-engines; and its object is to provide a new and improved air or vapor engine which is simple and durable in construction, very effective in operation, and not liable to get out of order.

The invention consists principally of a cylinder, a piston operating therein, a working chamber at one end of the cylinder, and a compressing-chamber at the other end and connected with an explosive-mixture supply and with the bottom or inner end of the said working chamber, so that when the cylinderpiston moves in one direction the gas is compressed in the compressingchamber and when the piston arrives at the end of the stroke the two chambers are connected with each other and the compressed explosive mixture passes from the compressing-chamber into the working chamber.

The invention also consists of certain parts and details and combinations of the same, as will be fully described hereinafter and then pointed out in the claims.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the figures.

Figure 1 is a sectional side elevation of the improvement. Fig. 2 is a sectional side elevation of part of the cylinder, piston, working chamber, and exhaust. Fig. 3 is a sectional side elevation of the gas and air inlet with the valve in a diiferent position from that shown in Fig. 1, and Fig. 4 is a side elevati on of part of the crankshaft and its hearing.

The improved engine is provided with a cylinder A, in which operates a piston 13, pivotally connected by a pitman with the crankarm 0 of the main driving-shaft D, journaled in suitable bearings E held on the sides of a compressing-chamber F, forming part of the frame of the engine and in communication with the lower end of the cylinder A, as plainly illustrated in the drawings.

b l'ia 634,086. (No model.)

Into the compressing-chamber F leads a pipe G, having a receiving-chamber G, connected with a gas and air supply, as hereinafter more fully described.

Above the cylinder A and in communication therewith is arranged a working chamber H, into which passes the piston 13 in its up-anddown movement, and this working chamber H contains a suitable igniting device I for igniting the explosive mixture at the time the piston B has started on its down or working stroke. The chambers F and H are connected with each other by a port 0, opening at all times into the chamber F, but adapted to be cut off at its upper end by the piston 13, so that communication is only established between the two chambers at the time the said piston 13 is in its lowermost position. An exhaust-port h leads from the working chamber H a suitable distance above the entrance of the port a into the said working chamber H, and this exhaust-port b opens into the exhaust-pipe J, leading to the outside to carry off the products of combustion.

In order to cause a discharge of oil or other matter in the working chamber H, the upper face B of the piston Bis made convex and is formed in its edge with an annular recess 13 leading to the said face, as plainly illustrated in Figs. 1 and 2.

Now it will be seen that any matter passing upon the face 13' readily runs off into the annular recess B and can pass through the latter into the port I) when the piston opens the said port. (See Fig. 2.) Thus impurities are discharged through the exhaust-p0 rt from the chamber H.

The chamber Gr, connected with the explosive-miXture-inlet pipe G, is provided with a valve-seat Gflinto which extends the gas-inlet pipe K, connected with a suitable gas-supply and provided with a valve L for regulating the amount of gas passing to the valve-seat. A valve P (see Figs. 1 and 3) normally rests on the seat G The seat Gr also connects with the air-supply pipe N, provided in its bottom with a register 0, adapted to be set by the operator to regulate the amount of air passing to the seat G By reference to Figs. 1 and 3 it will be seen that the gas and air pass simultaneously to the seat G and from the latter into the chamber G whenever the valve P is open, (see Fig. 3,) so that a mixture of air and gas finally passes through the pipe G into the chamber F during the upstroke of the piston B. The amount of gas and air admitted to the chamber G at the valve-seat G is regulated by the opening or upward movement of the valve P, and this movement is regulated by the governor R, driven from the shaft D in the usual manner and havingits stem It extending into the chamber G to limit the upward movement of the valve P. Now when the engine runs at a high rate of speed the opening of the governor R causes a downward movement of the stem R to allow the valve P to open but a short distance or not at all to regulate the amount of air and gas passing from the pipes K and Ninto the chamber G and by the pipe G into the chamber F.

When it is desired to start or reverse the engine, the operator turns the main drivingshaft D into the proper position by means of a hand-lever screwed on the right and left hand threaded end D of the maindrivingshaft D in the direction desired for the engine to run. 'When the engine is started, the threaded end D unscrews the lever.

In order to provide an outlet in case of excessive pressure in the chamber F, we provide the latter with an outlet pipe S, connected with the exhaust-pipe J and containing a spring-pressed relief-valve T. A similar relief-pipe U connects the upper end of the working chamber H with the port a and contains a stop or equalizing valve V.

The operation is as follows: When the several parts are in the position as illustrated in Fig. 1, the mixture of air and gas contained in the chamber F is in a com pressed state owing to the previous downward movement of the piston B, and this mixture can pass through the port a into the working chamber H, to be again compressed therein on the upward stroke of the piston B. hen the latter has just started on the return stroke, the igniting device I ignites the compressed mixture in the working chamber H to give an impulse to the piston B, which now moves on its downstroke and finally uncovers the port I), so that the products of combustion can pass through the port 12 to the exhaust-pipe J and to the outer air. The piston B now moves into its lowermost position to open the upper end of the port a and to again permit a charge of the explosive mixture to pass from the chamber F by way of the said port a into the workin g chamber H. The above-described operation is then repeatedthat is, on the upstroke the piston B compresses the charge and ignition follows on the beginning of the downstroke of the piston.

Having thus fully described our invention, we claim as new and desire to secure by Letters Patent 1. A gas-engine, comprising a cylinder, a

piston in the cylinder, a working chamber at one end of the cylinder and provided with an igniting device at its end and with an exha ustport, a compressing-chamber at the other end of the cylinder, and connected with the work ing chamber by the port a in the wall of the cylinder, the lower end of the port entering the compressing-chamber below the end or the piston when the said piston is in its lowermost position, an air and gas mixing chamber connected with the compressingchamber, and provided with a valve-seat, an upwardlyopening valve on the seat, an air-pipe connected with the valve-seat and provided with a register at its end, a gas-pipe projecting into the air-pipe through the side thereof and extending to the valve-seat, and a governor above the air and gas chamber and having its stem projecting down into the same, sub stantially as herein shown and described.

2. A gas-engine comprising a cylinder, a piston operating therein, a working chamber atone end of the cylinder, and a compress in g-chamber at the other end thereof and con nected with the supply and with its working chamber by a port, so that when the piston moves in one direction, the explosive mixture in the compressing-chamber is compressed, and when the piston nears the end of its working stroke the two chambers are connected with each other through said port to supply the workin g chamber with the explosive mix ture from the compressing-chamber, and an equalizing-valve between the said chambers, substantially as shown and described.

3. A gas-engine comprising a cylinder, a piston operating therein, a working chamber at one end of the cylinder, a compressingchamber at the other end thereof and connected with the supply, the chambers being connected with each other by a port adapted to be opened and closed by the said piston. a relief-valve for the compressing-chamber, and an equalizing-valve for the working chamber and in communication with the said port, substantially as shown and described.

4. In a gas-engine, the combination with a cylinder having a working chamber at one end and a compressing-chamber at the other end, the working chamber being connected with the compressing-chamber by a port in the wall of the cylinder and provided with an exhaust-pipe, a piston in the cylinder, and means for admitting an explosive mixture to the compressing-chamber, of a pipe leading from the upper part of the compressing-chamber into the exhaust-pipe of the working chamber, and a spring-pressed relief-valve in said pipe, substantially as described.

JOHN CARNES. CHARLES W. MOKIBBEN.

WVitnesses:

PHILIP K. MITCHELL, ISAIAH GARRETSON.

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