US550785A - J e friend - Google Patents

Description

w E Sheets-Sheer. 1, J. E, RLNH, HYDROGARHQN (No Model.)

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i 5 Sheets- Sheet 3. E. FRIEND. HYDRCARBGN MOTOR.

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Patented Deo. 3, 1895.

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J. E. PRIE1\1Di HYDRUGARBON MOTQR.

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HYDROCARBON MOTOR.

Patented Dec. 3, 1895.

UNITED STATES PATENT OFFICE.

JOHN EDlYARI) FRIEND, OF (LUVLER, SOI'TII AUSTRALIA, ASSIGNOR T() JAMES MARTIX, OF SAME PLACE.

HYDROCARBON-MOTO R.

SPECIFICATION forming part of Letters Patent No. 550,785, dated December 3, 1895.

Application filed February 9, 1893. Serial No. 461,601. (No model-l Patented in England February 6, 1893, No. 2,596.

.To all whom it may concern.-

e it known that I, .Ions EDWARD FRIEXD, engineer, a subject of the Queen of Great Britain and Ireland, formerly residing at Auckland, in the British Colony of New Zealand, butat present residing at Gawler, in the British Colony of South Australia, have invented an Improved IIyd roca rbon-M otor. (for which a patent has been obtained in England with my consent by John Charles Lanyon through a communication to him from my assignee, James Martin, of the firm of Martin d Company, Limited, of Gawlcr, South Australia, dated February I?. 1893, No. 15mn) of which the following is a spcciticat ion.

)Iy invention has relation to gas or vapor engines; and it has for its object certain improvements whereby the efficiency and durability of the engine are materially increased and whereby its function is rendered more uniform and reliable, as will now be fully described, reference being had to the accompanying drawings, in which Figure 1 is a sectional elevation of a double-cylinder motor constructed according to this invention. Fig. :I is a sectional plan thereof. Fig. 3 is a sectional elevation of a single-cylinder motor, showing the hydrocarbon-vaporizer in the bed-plate. Fig. l is a plan of a pair of double cylinders, showing the pipe and valve attachments. Fig. 5 is an end view ofthe pair of double cylinders, showing section of throttle- 'alve and arrangement and construction of admission and passover valves. Fig. is a sectional plan of a single cylinder, showing valve and pipe attachments. Fig. T is a cross-section of a single cylinder, taken through the combined admission and throttle valves.

Referring more particularly to Figs. l, 4, and 5, in which I have illustrated my irrvention in its application to a twin-cylinder engine, it will be seen that the cylinders A A" have two interior diameters and are closed at each end by suitable heads a. and a', respectively. The smaller ends of the cylinders through which the combustion-chambers of the pistons move are jacketed, the annular space between the cylind( rs being divided by suitable partitions or ribs into three annular spaces or passages 7, 1.7', and II. The passages Il communica-te with the interior of their respective cylinders through the medium of admission-ports h, t-he passage II of cylinder A being in communication with the outlet side of a casing G for a check or back-pressure valve, while the passage ll in cylinder A' communicates with the outlet side of a casin g G' for a check or back-pressure valve, the inlet side of said valve-casings G and G' being connected through pipes or ducts l` and 1:", rcspcctively, with the outlet side of a valvecasing E, containingr two admission or passover valves c and c'. (Shown in dotted lines in Fig. 5.) The annular passages 1I' of thc two cylinders A and A are in communication with the outlet side of valvc-casings K and K', respectively, for air-admission valves and with a duct or passage (Tf, Fig. 2. which passage F is in communication with the inlet side of the casing I) for the main admission or throttle valve D', Fig. 5, while the passages I communicate, like passages d', with thc outlet side of valve-casings I. and L', respectively, said casings containing each an air-admission valve, and with the interior of thc smaller end of their respective cylinders through exhaust-ports I, and with the inlet side of a valve-casing for an exhaust-valve I". Fig. l.

The innerlarger ends of the cylinders A and A' communicate with valve-casings and C' on one side of the admission-valves c and c", respectively, contained in said casings and shown in dotted lines in Fig. 5, the said easings communicating with thc outlet side of the casing D for the main or throttle valve D'bya three-way pipe D2, Fig. 5. The throttle-valve casing is further connected through a gas or vapor supply pipe (F1, Fig. :2, leading to suitable distributing-pasages dx in said valve-casing with a source of gas or vapor supply-as, for instance, with a vaporizer R, located adjacent to or on bed-plate of the engine, Fig. 3.

The pistons B and B' for cylinders A and A are of the hollow type, having two heads b and b', respectively, fitting the smaller and larger diameters of their respective cylinders, the piston-rods )I of said pistons being connected by rods X wit-h the crank-shaft U. As will be seen, the hollow pistons constitute the IOO combustion-chamber and are of such diameter relatively to the smaller diameter of their respective cylinders as to leave an annular space or passage 73 between them and the inner wall of such cylinders. The inner or larger piston-heads 1r' perform the function of pump-plungers, for purposes presently explained.

The operation of the described engine is as follows: Assuming the various parts to be in the position shown in Figs. 1 and i', and, further, assuming tha-t the engine has been at work, the air in passage d being heated by heat radiated from the cylinder and combustion-chamber, and that a charge of hot air and gas is contained in the larger end of cylinder A' in front of its piston, then if the crank-shaft revolves in the direction of arrow on fly-wheel, Fig. 1, the piston of cylinder A will move forward, forcing the charge into Passover-valve casing E, thence through pipe or passage F, check-valve casing G, passage Il, and inlet-ports l1 into the smaller end of cylinder A. During this forward movement of the piston B air is drawn into passages d and d', and as said piston uncovers the exhaust-ports I the air in passage d or air and waste gases and products of combustion behind the piston are expelled through exhaust-ports I and exhaust-valve I', while air is drawn into passage d' through port in air-valve casing K. As thc piston B commences its forward movement, the piston B commences to move backward, drawing in a charge of hot air and gas or vapor through valve-casing C and meeting, receiving, and finally or fully compressing the charge of hot air and gas or vapor forced into its combustion-chamber by piston B', at the same time drawing air into space d' through casing L for one of the air-admission valves, while the air-admission valve for casingK is closed, and as soon as the piston l reaches the limit of its backward motion the charge of hot air and gas, being then fully compressed, is ignited by any desirable or well-known means, which I have deemed unnecessary to illustrate, the explosion of the charge driving the piston B forward, while piston moves backward, the described functions of said pistons being now reversed.

From the above description it will be seen that I obtain two impulses at each complete revolution of the crank-shaft. 0n the other hand, the combustion-chamber and the outer smaller portion of the cylinder are keptat a compa rat ively-low temperature, while the radiated heat is utilized to a very great extent in heating the air drawn into space d', afterward combined with a gas or vapor. Furthermore, the arrangement of the valve system is such that the hot air and gas or vapor are simultaneously drawn into a valve-casing, wherein they commingle before being drawn as an explosive charge into the forward end of one of the cylinders. The forcible expulsion of the charge from the forward end of one cylinder into the rea-r end of the other results not only in a partial compression, butalso in a further and more intimate admixt-ure or commingling of the air and gas or vapor, thereby increasing the explosive effect.

I will now describe my invention in its application to a single-cylinder engine, reference being had to Figs. 3, 6, and the same letters of reference being used to indicate like parts.

The cylinder A is shown as of three int-erior diameters, the piston B having three piston-heads b b b2, said cylinder being open at its inner end and provided with the airpassages l and d", air-admission-valve casings L K in communication with said passages, exhaust-valve casing and valve I' in communication with passage d, and passage di* in communication with passage d through exhaust-ports I. In this construction I combine the throttle and admission valve C D, Fig. 7, adapted to admit a charge of hot air and gas to the forward end of the cylinder A in rear of the outer or larger piston-head b', whence such charge is forced by the piston through pipe or passage E, check-valve easing G, passage H, and admission-ports h into the rear end of cylinder A. The piston Bis directly connected with the crank-shaft O by means of a connecting-rod N in a well-known manner.

In Fig. 3 I have illustrated a vaporizer or vapor-producer, consisting of a suit-able vessel R, along the bott-om of which is arranged an air-pipe P', having a vertical branch I2 extending outside of the vessel and being provided with an air-valve casing I of any suitable construction, avapor-pipe (Fl, open- .V

ing into the top of the vessel R, being connected with the admission-valve casing at R', Fig. 7. The air-pipe P is of course a perforated pipe, and in order to preventhydrocarbon in a liquid state being drawn 01T with the vapor or gases I place over the pipe, preferably on a perforated supporting-plate, a suitable filter-bed advantageously composed of layers of pumice-stone or other similar porous or spongy material alternated with layers of wool.

I will now describe one complete cycle of movements as performed by the single-cylinder motor, as shown in Figs. 3, 6, and

Assuming the various parts to be in the position shown in Fig. 3, then if the crankshaft 0 is turned around in the direction indicated by the arrow on the ily-wheel the large end of the piston B in the cylinder A travels forward and draws in a charge of mixed hydrocarbon gas and hot air through the combined throttle and admission valves (,which are in direct communication with the airvalve and air-passage d' and the hydrocarbon vapor or gas outlet pipe d2 on vaporizer, the hotair and gas meeting and mixing within the throttle-valve casing. On the return stroke of the piston the charge of gas and air contained in the cylinder between the large IIL head b of the piston and the middle head lf2 is compressed and forced through the delivery-pipe E and the back-pressure valve G into the combustion-chamber of vthe piston. lVhen the piston has traveled back to the po sition shown in Fig. 6, ignition takes place and the exploded gases expand, causing the ,piston to move forward and by means of the connecting-rod N give motion to the crankshaft t), thus completing the cycle of opera tions and obtaining one explosion or impulso for every complete revolution of the crankshaft. The center piston-head b2. duringits reciprocating motion, forms "a wall for the prevention of the escape of the. mixture of gas and air into the exhaust-ohantber'dnring the period oi' compression, and' also performs the functions of a pump-plunger, whereby cold nir is drawn into the cylinder through the air-valve L for the purpose of cooling the walls of the cylinder and combustion-cham her and is forced out through the exhaustports I and exhausto'alve l', Wliile the outer piston-head l performs a like function in respect of passage d and draws air into the sn me through air-valve casing l, such air being used Vtor admixture with gas or vapor, as hcroinbofore set forth.

'lhe engine-frame or bed-plate i? contains `the vaporizer. and its operation is as follows:

Vv'hen the large end oi the piston li travels forward, it draws atmospheric air in through the air-valve l, down through the pines P l",

and after the air has pcrcolaied through the Miter-bed in the box R it is drawn through the outlet pipe ci, as a saturated gms or vapor, into the throttie-valve, whore it mixes with hc hoi. nir, before described.

The Vitpmier is shown in lfig. i as i"orined j in the hed-platin but it may be n separate chamber, if desirable.

lho operation oi' the motors, as heroin described, in conjunction with a vaporizer, can bc performed in a similar manner without-a vapor-incr, where the usc of coal or other prepared hydrocarbon gas is preferred.

llafing thus described my invention, what. lclnim asnou therein, and dosircto secure by l'iottlfrs lnicnt, is-H l. ln a t wincylinder motor comprising parallel o jflinders having diil'ercnt interior diarnet ors, pistons having corresponding heads, the valve cnsings (i und G containing each a circoli, yah e, the Valve casing 11 divided into two chu :obers cach containing a cheek val\ e, thtl pipes li und l connecting the valve casings tl and il" with thrchambers in casing E on 'the outlet side oi' tinx valves therein, ducts connecting the larger of tho cylinders with said casing li on the inlet side of its valves, the main :uiniission or throttle valve casing, and valved passages connecting the larger end of the cylinders with the outlet side of said casing whereby a charge of explosive fluid supplied to the larger end of one cylinder is forced into the smaller end of the other, suhstant inllyap` and for the purpose sets'forth.

y:3. A gas or vapor motor comprising a cyl-l Awith said annular passage, a gas or vapor supply pipe connected with said inlet of the Ithrottle valve easing, and a suction device adapted to draw the air from said annular passage into the throttle valve casing, for the purpose set forth.

3. A gas or vapor motor comprising a cylinder of diii'crent interior diameters, a piston provided with heads fitting the dilerent cylinder diameters, an annular passage encompassing the portion of least diameter, ports con nec-ting the said passage with the interior of the cylinder, and an exhaust valve easing whose inlet is oonneetediwith said annular passage, forY the purpose set forth.

4. A gas or vapor motor comprising a cylinder provided with two valve controlled air passages and a passage for motive fluid, said passages encompassing the combustion el1am/ bezuof the cylinder, ports connecting one of the air passages and the motive uid passage with said chamber, and an exhaust Valve casing in communication with the combustion chamber through one of said ainpassages and its ports, in combination with a casing for a distributing valve having its inlet connected with the other air passages and with a source l of? gas or vapor supply, and a suction and forcing device adapted to dra-W nir from said air passage and, gas or vapor from its supply pas 4e into the distributing valve easing and from the same into the combustion chamber of the cylinder, for the purpose set forth.

5. In a gas or vapor motor, a cylinder of liree interior diameters, one end only being closed, and a piston having three heads fitting the different diameters of the cylinder, the body of the piston between its heads being of less diameter than the cylinder portion er portions in which it Works, whereby ann ular chambers are formed about said piston between its heads; in combination with air admission valve, a. spent gas exhaust valve, and passages leading therefrom to the explosion chamber of the cylinder, a passage for conducting air admitted to said chamber' to that between the forward and intermediate heads of the piston, a main admissior valve in communication with the chamber last referred to, a second passage leading therefrom to the explosive chamber of the cylinder, and a choc-li valve in said passage, substantially as and' for the purpose set forth.

G. A gas or vapor motor comprising a cylinder provided with an annular valve controlled air passage encompassing the coinhustion chamber thereof, a vapor producer, and a casing for a distributing valve the inlet whereof is connected with said air passage IIO and mpor producer respectively, in combination with emotion mul forcing; derive adapted to simultaneouslydraw nir from. the air space and vapor from the Vapor producer into the inlet of the valve easing'and force the mixture into theomousti'on chamber of the eylinclerJ for the purpose set forth,

7. A hydrocarbon' motor comprising a cyl hitler provided with air and, motivey fluid pasl` 'sages @Roompot-)oi ng thofomlmstion chamber thereof, and with a valve controlled exhaust and :i casing for a. throttle or distributing valve lthe inlet of which is in eoinmunioatiou With the vapor producer and the aforesaid air spoot), in combination wit h a motor piston ada-pied to perform the function of suction l and. force plunger and draw air from said air space and vaporfrom the vuporizor into thrthrottle 'valve eaeing,r and force. the saine into the combustion chamber of the tfylinder, for the purpose set forth.

8. In ahydrocarbon motor, the combination with the piston cylinder provided with mi air passage encompassing the some, an air inlet 'valvein communiention with said, passage, a throttle valve ooimected withthe latter and with the combustion elizrnher of said cylinder, and a vapor producer eonneoted with the throttle valve and providedv with an air inlet valve, of a piston adapted during recipvrocation to draw :t charge of hot `wir from the JOHN EDWARD FRIEND.

Witnesses:

WALTER SMYTHE BAYSTON. WALTER CHARLES HART.

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