US1234039A - Explosive-engine. - Google Patents

Description

uoenlioz M. C. KESSLER.

EXPLOSIVE ENGINE:

, APPLICATION FILED M16131, 1907- A $34,039., Patented Ju1 17, 1917.

2 SHEETSSHEET I wflimwoao M. C. KESSLER. EXPLOSIVE ENGINE. APPLICATION men AUG-3|. l 90l.

Patented July 17, 191.7;

2 SHEETS-SHEET 2 ,man'r rn c. 'Kt'ssLsn. or DENVER, COLORADO, nssrenon TO THE KESSLER Moron reaaose.

i COMIEA O DENVER, COLORADO.

I J cameo/tom it mag concern:

a citizen of the United States, 'residin Be it known that L MARTI N C. Knssnnn,

Denver, in the county of Denver and tate of Colorado, have invented certain new and useful Improvements in Explos ve-Engines,

of which the following is a specification. My invention relates to an improvement 4 in explosive engines of the fourcycle type,

or that characterof engine in which the explosiontakes place every second or alternate rotation of the crankshaft, and in which the spent gases and products of combustion arising from the explosion of the charge are expelled during the succeeding stroke of the piston1 following each power stroke, a"

new supply orcharg'e of explosive mixture being drawn into the cylinder with the stroke following the exhaust stroke, which charge is compressed by the piston on the "IlGXtsucceeding stroke at the end of which the explosion'takes place.-

In a former application filed by me'September 17, 1906, Serial No. 334,926, I disclosed an explosive engine having certain characteristics which I will not specify at ,this point in detail, but among those characteristics were the fact that the air inlet port for supplying air to the crank case or compression chamber, and the discharge 'portgthrough which the compressed air issuedinto the cylinder after compression,

- were both controlled at times by the piston.

This present invention diifers from my former inventlon in this respect,namely that the iston has no direct control of either 'the air inlet or outlet ports, although in other respects I have disclosed in the present invention many of the features of my former invention.

The object of this invention, therefore, is to provid'e'means for completely clearing out the products of combustion known as car 'bonie acid gas from the working cylinder ifiXlLOSIVE-ENGINE.

Specification of Letters Patent. Patentgfl July j'fi lgfl'fi, Application filed August 3 1, 1907. ,Serial no. 390,942.

means for compressing air eitherin a compression chamber or in the crank case, with each inward stroke of the piston, together with means for regularly liberatin this full volume of compressed air at the en of every alternate inward stroke of the piston into the cylinder for the purposeof completely scavenging it of all exhaust products, and

tainnovel features of construction and com-' binations of parts which will be hereinafter described and pointed out in the claims.

In the accompanying drawing Figure 1 is an entire vertical section. Fig. 2 is a detail showing cam for operating the valve.

Fig. 3 is a View in end elevation, and Fig. 4 is a section through the cam 24 andconnected parts.

the tapering I The engine illustrated is ofvthe fourcycle 1 type, and thecrank case is used as a compression chamber, and a single cylinder only 1s shown.

\ A represents thecylinder of theengine,

'1 is the crank case, 2 is the crank ournaled w thin the case, and 3 indicates t e piston with the usual connecting rod 4 extending therefrom to the crank in. the crank case.

The customary clearance chamber v5 is formed at the outer end of the cylinder, an

intake valve 6 admits the supply of carbureted air", and an exhaust valve 7 regulates the exhaust from the cylinder. The usual s'parkerSis provided at a convenient point for exploding the charge at the required intervals.

An air inlet port 9 is formed at some convenient point in the crank case for the introduction of air into the latter, this port being operated and controlled in any ap I proved manner. the crankcase 2 to. the outer end of the cylinder.

The provision for discharging air from the crank case into the cylinder, and its A by-pass 10 leadsfrom otherwise control will now be described. In the present drawing only one method of controlling the air is illustrated as a means of exemplifying a feasible plan of carryin out the broad idea of this invention. 5 valve case 12 is secured to the outer end of the cylinder in any convenient manner, it being chambered out to communicate with the by-pass and the end of the cylinder. This valve case is provided with a valve seat 14. A valve 15 is adapted to control this by-pass 10, it being in position to normally seat itself on the seat 14 when not revented. The valve is guided by the va ve rod 16 passing through the counter-bored boss 17, and an expansion spring 18 tends to seat the valve at all times. A lever 19 fulcrumed on the post 20 is arranged with one end in position to engage the outer end of the stem 16, and the rod 21 is adapted to-slide in and out through a box 22. p

:Although the expansion spring 18ralways tends to close this valve 15, nevertheless the opening of the valve at predetermined intervals is always under positive control. This may be accomplished indifferent ways, one only of which I have illustrated. This consists of a cam 24 keyed to slide on a cam shaft 25 which latter is preferably adapted to make one complete revolution to two revolutions of the crank shaft. One

side a of this cam is straight, and the opposite side 22 is tapering. The straight side a of the cam opens the valve at the end ofevery. expansion. stroke for the purpose of scavenging. The tapering side 12 of the cam is for the purpose of opening the valve, at the end of the intake stroke, a greater or less degree, accordingly as the cam 24 is pushed in or out, it being normally held out by a rod 26, in which position the smaller endof the cam is in contact with the rounded inner end of the rod 21.

When runnin under normal conditions,

' therefore, the va ve 15-is open near the end explosion. thecam 24 isforced inward a greater or of the instroke of the piston followingeach To augment the intake of air less degree according to the quantity of air desired to augment the normal intake charge, this being varied and regulated by ithe degree to which the cam is forced in.

I When slid inward its entire length, the full "crankcase compression is discharged into 'hecylinder in turn for scavenging, and

then for'augmenting. In this way not only does scavenging take place as heretofore "'jfQxplained at the completion of the alter- "nate instroke of the piston, but also air is discharged into the cylinder with every instroke of the piston from the crank case or compression chamber to supplemenhthe regular volume ,of charge drawn from ethe carburetor with each alternate instroke i'The volume of air for t is purpose is therefore entirely within the control of the operator by simply adjusting the cam24, for

this valve may be held open ever so little, full open, or at any intermediate oint in re uired.

o recapitulate, it mi ht be stated that the present 1nvention di ers from my' former application previously referred to mainly in the location of the air inlet into the crank case or compression chamber and the discharge of compressed air. into the outer end. of the cylinder, also in the cam for operating the valve, or in other words,

the plston in the present invention has no direct control upon the inflow and the discharge of the air, Whereas inmy former application, I disclosed means whereby the iston controlled both to a greater or less egree.

Having fully described my invention,'

what I claimas new and desire to secure by Letters Patent is 1. The combination with an engine cylin 9 der having an air inlet port, of a piston, a

compression-chamber, a by-pass leading from the compression-chamber to the port,

a valve for said port, and means actuated by'the engine for opening and closing said valve variable amounts on difierent strokes of said piston to augment the charge within said cylinder, said means containing an element for-controlling the extent of movement of said-valve. j

2. The combination with a cylinder having an air inlet port, of a pistonfa compression-chamber, a by-pass leading from the compression-chamber to the port a valve for said port, means for opening and closing said valve a predetermined amount on ceropening and closing said valve a variable amount on the other strok s of said iston.

3. The combination wit a cylin er hav- "tain strokes of the piston, and means for ing an air inlet port, of a piston, a crankcase, a by-pass leading from the crank-case to the port, avalve for said' port, common means for opening and closing said valve a predetermined amount on certain strokes of the piston and for opening and closing said valve a variable amount on the other strokes of said piston.

4. The combination with a cylinder having an air inlet port, of a piston, a crank case, a by-pass leading from the crank-case to the vport, a valve for said-port,-common means comprising a shiftable tapering cam for opening and closing said valve a predetermined amount oncertain strokes of the as accordance wlth the auxiliary supp y of alr' piston and for opening and closing said valve a variable amount on the other strokes of said piston.

port adapted to supply air to the crankcase.

and having a by-pass leading from the crank-case to the cylinder at a point beyond the reach or the piston, means for discharging air from the crank-case into the cylinder with each alternate revolution. of the crankshaft, and adjustable means for opening and closing the valve whereby a variable quantity of air may be discharged into the cylinder from the crank-case with the remaining revolutions of the crank-shaft.

6. In an explosive engine, the combination with a cylinder, compressionchamber, crankshaft, and piston, the engine being provided with a by-pass leading from the compression-chamber which discharges into the cylinder at a point beyond the reach of the piston, said by-pass having a valve seat therein, a valve which 1s opened and closed with every alternate instroke of the 4 piston and normally closes with the remainin g inward strokes of the piston, said valve being Within the control of the operator "whereby the latter may be opened a greater or less degree and closed with certain strokes of the engine. I

7. In an explosive engine, the combination with a cylinder, a compression chamher, and piston, the engine provided with a by-pass leadlng from the compression chamber to the cylinder at a point beyond the reach of the piston, a valve therein, a lever for operating the valve, a rod connected with the lever, a cam for operating the rod, and means within the control of the operator for regulating the position of the cam -for controlling said valve.

8. In an engine in which air is compressed in a compression chamber, means for controlling and varying the volume of air delivered from said chamber to the engine cylinder with each alternate revolution of the crank shaft, a valve operated by said means and a shiftable tapering cam for regulating and operating the valve.

9. In an engine in which air is compressed in a compression chamber, means for controlling and varying the volume of air delivered from said chamber to the engine cylinder with each alternate revolution of the crank shaft, a valve operated by said means, a shiftable tapering cam for regulating and operating the valve, and a cam shaft upon which the cam is slidable and with which it rotates.

In testimony whereof I aflix my signature in presence of two witnesses.

MARTIN C. KESSLER. I

- WVitnesses:

HERBERT C. EMERY, H. O. Bnoons, Jr.

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