US634686A - Gas-engine. - Google Patents

Description

Patanted Oct. I0, i899.

n. r. soun. GAS ENGHE.

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3 Sheets-Sheet i,

(No Model.)

1u: mams warms co, moroumo.. vuwmcrro No. 634,686. Patented Oct- I0, |899.

D. F. GOD.

GAS ENGINE. .mpplieasiu mea .my 2, 1891.,

3 Sheets-Sheet 2,

(No Model.)

INV ENTR.

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No. 634.635,M

Patented Oct. I0, |899. 0. F. GOOD.

GA S E N G I N E (Application filed July 22, 1897.)

3 Sheets-Sheet 3,

(No Model.)

F1135. m@ i WITNESSEE. 7%?9/5 INVENTUR:

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` UNITED STATES PATENT OFFICE.

OLIVER F. GOOD, OF'TOLEDO, OHIO.

GAS-ENGINE.

SPECIFICATION fOI'miDg par@ 0f Letters Patent NO. 634,686, dated. Octobe` 10, 1899.

Application iiled July 22, 1897. Serial No. 645,524. (No model.) I

gas-engines, and has for its object simplicity and cheapness of construction, especially of the valve-box' and its accompanying parts; also, to provide a device in which the valve mechanism and governor may be operated by the use of but a single cam and cani-rod; to

provide an engine which will run equally as well in either direction, and to provide a valve which shall serve both as as an exhaust and inlet valve, whereby the supply of cool air and gas passing over the valve as an inletvalve will aid in cooling the valve, which usually grows very hot by contact with the escaping burned gases. I attain these Objects by means of the devices andl arrangements of parts hereinafter described and shown, and illustrated in the accompanying drawings, made part hereof, in which- Figure l is a side elevation of my engine, showing the parts in place; Fig. 2, a central longitudinal elevation, in vertical section, of the valve-box hereinafter referred to, taken on line B, Fig. 4; Fig. 3, a top plan view of said valve-box with a portion of the cover broken away; Fig. 4, a vertical transverse sectional view of said valve-box,taken on line A, Fig. 3, viewed from the left; Fig. 5, an end elevation of said valve-box viewed from the left in Fig. l, with cap and main valve removed; Fig. 6, a vertical transverse section of the cylinder on line C, Fig. 7; Fig. '7, a side elevation of the cylinder with the valvebox removed.

Like letters and numerals of reference indicate like parts throughout the drawings;

- In the drawings, A is the base of my engine, upon which is secured and supported the cylinder B. Gis the crank-shaft, journaled upon the base, connected by a connecting-rod to the piston (not shown) and carrying in the usual manner the ily-wheel D. 'A valve-box E is bolted to the side of the cylinder near its Outer end--cl e., that end farthest from the crankshaft-and is provided with a gas-inlet pipe F and an `air-.inlet pipe G. Leading from near the inner end of the cylinder and connected with its interior as well as the valveboX by a passage or port, hereinafter to be referred to, is the exhaust-pipe H.

I is the ignition-tube and burner, hereinafter to be more particularly described, K' the gas-supply tube for the burner, and K the air-su ppl y tube for the burner. On the driv- Vin,f ;shaft is a pinion L, engaging with land proportioned to make two revolutions to one of a gear-wheel M, journaled upon the base. Upon the hub of this gear-wheel is a cam or eccentric N, which is symmetric in outline, so that its throw is the same when rotated in either direction. Pivoted upon the base, as at o, is a'rocker-arm O, which pivotally supports the main valve-rod P. This rod has at one end a cam-roller p, which takes the cani N and slides in a bracket 19', secured to the cylinder.

` In the valve-box is a chamber l, into which lead gas-pipe F and air-pipe G and in which the gas and air are mixed. Leading from the chamber l is a port 2, leading tothe explosion-chamber of the cylinder, which port, as hereinafter described, ,becomes alternately an admission and an exhaust port. Between the chamber l and the port 2 is seated a valve 3, which is held on its seat by its gravity and by coiled spring 3', surrounding the stem of the valve. Thisspring is interposed between a nut on the end of the stem and the bottom of a socket in the wall of' the valve-box, as appears in Figs. 2 and 4. In port 2 is a valve 4, controlled by valve-stem 5, having spring 5a, (see Fig. 1,) which lholds the valve 4 normally closed. Leading from chamber or port 2 is an exhaust-port 6, which extends through an opening in the cylinder, as shown by dotted lines in Fig. 7, to the exhaust-pipe'II.l Between the port or chamber 2 and the exhaustpassage 6 is a valve 7, seated from above and held normally closed by the 'gravity of'its heavy stem 7, This valve-stem reciprocates in a socket in a removable cap '7b npon'the valve-box, as shown in Figs. 2 and 4. f It will be seen that thetwo valves 3 and 7 have the same axis, 'that the device is compact, and that the work of linishing the valve-seats is lathework and may be quickly and cheaply performed. L

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In the gas-inlet F is a valve S, having horizontal stem 9, provided with a spring 9, (see Fig. 1,) which holds the valve 8 normally closed.

Secured to the main valve-rod I is a bracket or hanger 10, upon which is pivotally mounted the governor. This governor is of the gravity or inertia type and has projecting for'- ward from its pivo'ted weight 11 a nger 12, adapted when in horizontal position, or nearly so, to engage the notched extremity 13 of the valve-stem 9, which controls the valve S in the gas-inlet F. Depending from the valvestem 5 and rigidly secured thereto is an arm 13, which forms a support and guide for the valve-stem 9, which slides in yan opening in the lower end of said arm.

The operation of my engine is as follows: Assuming that the parts are assembled as above described, that the ignition-tube 14 is heated to a proper degree, and that mixed gas and airare compressed within the explosion-chamberand within the ignition-tube 14, the explosion now takes place and the piston is driven forward, communicating motion through the connecting-rod and crank-shaft to the flywheel in the usual manner. At this pointall the working valves are closed and exhaust takes place through the open exhaust-port intopipe h. (See Fig. 7.) The cam nthrough gears Z n now moves the Valve-rod p ontwardly and through valve-stem 5 opens the valve 4, permitting the escape of the remaining burned gases asV they are expelled by the return of the piston toits starting-point. The gases thus expelled pass-out through port 2, lift the weighted valve 7, and, through pas'- sage G, escape through exhaust-pipe h. The cam n now holds the valve 4 open,while the piston again moves forward, which movement permits the valve 7 to close by its own weight and causes the valve 3 by the partial vacuum thus formed to lift, which permits air to enter behind the advancing piston. The air thus taken is expelled by the returning piston over the valves 4 7, and at each alternate forward stroke air is in this manner drawn in and by the backward stroke expelled until the next explosion takes place, thereby cooling the exhaust-valves and to a great extent overcoming the difficulty arising from the undue heat of the exhaust-valves and their adjacent parts. The governorweight 11, pivoted, as at 11C, upon the bracket 10, which moves with the rod P at each backward stroke,tilts slightly, lifting its finger 12. If the momentum and speed be sufficient, the weight will tilt sufficiently to throw its arm upwardly and out of line with the valve-stem 9; otherwise the arm will come in contact with the notched extremity 13 of the valve-stem 9,

thus pushing open the valve S and admitting gas to the explosion-chamber. The inertia of the governor-weight 11 is regulated by means of a compression-spring 11L upon the bracket 10, the tension of the spring beingcontrolled by set-screw lll". Thus by means of the tension-spring resting upon the arm 12 the explosion-point in the speed of the engine is established and the valve 8 may be compelled to operate at each alternate stroke of the en` gine, orby loosening the spring sufficiently the operation of the valve and the explosion will onlyy take place near the stopping-point. It will be seen that this arrangement of the governorand the valves proyides for their proper working and the regulation of the speed of the engine with the use of but a single f cam and cam-rod, thus dispensing with the multiplicity of parts usually encountered in connecting the iiy-wheel and its shaft with the Y callyoperatingV automatic springactuated A valve in said port, an eduction-port, a vertically-operating automatic valve in the latter port, said valves having the same vertical axis, appositively-operated valve intermediate the two valves and the cylinder, and a chamber common to sa'id valves, substantially as set forth.

3. In a gas-engine, a cylinder, a4 valve-box, a gas and air induction port therein, a .vertically operating automatic spring actuated valve in said port, an eduction-port, and a vertically-operating valve in the latter port, combined with a positively-operated valve S which is held normally closed by a spring, and a positively-operating valve intermediate the two valves and cylinder, and a chamber common to said valves, the two automaticallyoperating valves having the same vertical axis, substantially asset forth.

et. In a gas-engine, the port 2, the springactuated valve 3, the gravity-valve 7 placed in the same axial line with the valve 3 and moving in the same direction, a valvel placed upon the valve-rod 5, and the spring 5 for holding it normally closed, combined with the chamber 1, the gas-inlet F leading into said chamber 1, the gas-inlet valve 8 controlling the admission of gas into the chamber 1, the valve-rod 9, and the spring 9 placed thereon; the parts being combined and arranged to operate substantially as shown.

OLIVER F. GOOD.

In presence of-` T. J. DowLINo, L. E. BROWN.

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