US840178A - Gas-engine. - Google Patents

Description

No. 840,178. PATENTED JAN. l, 1907. D. M. TUTTLE. GAS ENGINE. APPLICATION FILED MAY .25Y 1905.

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GSTENGINE:I

Specification of Letters Patent.

Patented Jan. 1, 1907.

To all whom? it may concern:

Be it known that I; DANIEL M. TUTTLE, of Canastota, in the county of Madison, in the State of New York, have invented new and useful Improvements in Gas Engines, of which the following, taken in connection with the accompanying drawings, is a full, clear, and exact description.

This invention relates to improvements in gas-engines of the two-.cycle type, and refers more particularly to the means for introducing the hydrocarbon li uid directly into the explosion-chamber wit out entering the crank-chamber, so as to avoid any liability of back firing or explosion of the mixture in the crank-chamber.

The primary object, therefore, of my invention is to provide means controlled bythe compression of lair in the crank-chamber 'for forcing the. hydrocarbon liquid directly into the explosion-chamber either at the-base or top Without causing it to enter the crankchamber.

` Another object is, to cause the mixture of the hydrocarbon li uid witha suitable amount ofthe air at t e point of entrance to the explosion-chamber, thereby obviating mixing devices.

A further object is to late the quantity of lli tering the explosion-c amber according to the load or work required or performed..

automatically regulowing description that the essential purpose of the invention is to prevent the formation of any explosive mixture and liabilit of explosion of the explosive gases wit in the crank-chamber and to 'regulate the volume of" explosive charge to harmonize with the load or work required.

Other objects `relating to the specific de tails of the mechanism for carrying-out the foregoing objects will be brought outin the following description. Inthe drawings, Figure 1 is a transverse sectionalview of a single;cylinder two-cycle gas engine embodying the features of my invention. Fig; 2 is an enlarged sectional view taken on line 2 2, Fig. 1. y

In demonstrating the practicability of my invention I khave s own an ordinary gas-engine consisting: 'of a cylinder 1 and crank-case 2, in which are movable, res ectively, a piston 3 and' crank 4, the latter, eing connected to the piston by means of the connecting-rod admitted tothe crank-chamber.

for vaporizers or auxiliary said chamber on the downstroke uid hydrocarbon enl 5, whereby motion is transmitted from the piston to the crank-shaft. The cylinder 1 "and crank-case 2 are united lto form a closed conduit 10 to an inlet-port 11 in one si'de of the cylinder 1 near the base of an interior explosion-chamber 12, said chamber being also provided with. an exhaust-port 13,'which is located diametrically opposite to the'inletport 11.

In the preferred form or construction of this gas-engine the air under atmospheric vpressure is admitted into the crank-chamber 6 through the inlet 7 and suitable conduit 14,

'having a check-valve 15 and a throttle-valve 16, the check-valve 15 serving to prevent back flow ofthe air from the crank-chamber and at the. same time permitting the inow of such air, and the throttle-valve 16 is for the purpose of controlling the quantity of air This air is vdrawn into the crank-chamberby suction or under the partial vacuum created by the upstroke of the piston 3 and is com ressed in of said piston, and it is clearly evident thatif a large volume of air is admitted by opening the throttle full open the effect of the compression of such air inthe crank-chamber would be 1 It will be observed, however, from the fol` greater than if only a small quantity were admitted-that is, the pressure per unit area through the outlet 8 would be greater under -the compression of a large volume than With a small volume for obvious reasons.` It is therefore apparent that the throttle 4may be operatedat will to control the degree of ressure per unit of area at the outlet 8, 'an this pressure is utilized to automatically operate a piston 17 Whichis movable in the auxiliar cylinder 10. This cylinder 10 is closed at he to or above the Ipiston and is open at the base elow the piston for communication with theoutletvS, so that the crank-chamber is alwa s in communication with the auxilia'ry cy inder 10 to allowthe free action of the compressed airfrom the crank-chamber against the piston and in this instance against its .lower slde-or end. It is now clearl ap arent that by closing the upper end ofthe cy inder 10 an air-chamber is formed, and

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the air insuch `chamber operatesto partially resist the movementpof the piston" by the Y pressure of air from the crankchamber through the outlet 8, such resistance being further increased by a compression-spring. 18,

which is interposed between an adjustable shoulder 19 and piston 17. y

It will bc apparent from .the foregoing description and upon reference to the drawings that the degree of movement of the piston 17 against the air-cushion in the upper end of the cylinder 10 and also against the action of the spring 18 will depend upon the degree of pressure per unit of area in the crank-chamer and its outlet 8. For example, if a large volume of air were allowed to enter the chamber 6 by opening the throttle-valve full open a maximum pressure would be produced in the chamber 6 on the downstroke of the. piston 3, which would o crate to produce a maximum movement o the iston 17 against the combined resistance of t e spring 18 and air-cushion in the to of cylinder 10. On the other hand, if a sma l volume of air were admitted by throttling the entrance through the medium of the valve 16 a correspondingly light degree of pressure would be exerted in the crank-chamber and its outlet 8, and therefore the movement of the piston 17 would be comparatively light. lf, now, this variable movement of the piston 17 be utilized tot. control the volume or quantity of liquid hyrdocarbon which is to'be admitted' to the explosion-chamber, it is evident that when the compression of air per unit of area is greatest in the crank-chamber under a heavy load carried by the'engine the iston 17 will be moved through a considerab e distance, and therefore a heavy charge or maximum quantity of the liquid hydrocarbon will be'forced into the explosion-chamber and exploded, thereby supplying the maximum power to meet the work required of the engine, while on the other hand, if the engine is running light or slow and only a small quantity ol' the liquid hydrocarbon is required the throttle 16 is partially closed, so as to admit only a small quantity into the crank-chamber, thus allowing for only a slight compression and correspondingly light movement of the piston 17 which will force a correspondingly small quantity of the hyrdocarbon liquid into the explosion-chamber, the effect of which, when expanded, `is of course comparatively light in impelling the main piston 3 downward. ln order to accomplish-this automatic forcedfeed of the liquid hydrocarbon into the explosion-chamber, I provide the piston 17 witha depending lunger 20,A 'which is movable in a subcylin er 21, the vplunger 20 and part 21 constituting a forecpump, the interior of the cylinder 21 communicating with a assage 22, having one end connected to -a iquid-hydrocarbon-supplypipe 23 andits other endconnect'ed by a conuit 24'to a sprayingnozzle 25, which enters'- the explosion-chamber in close proximity to but slight-ly above the air-inlet port 11.

y It will be observed upon reference to Fig. 1 of the drawings that the air and liquid carbon are forced into the base of the explosionchamber at nearly the same point, but in intersecting paths, for the purpose of mixing aty their oints of entrance into the explosionchamlluer, thereby avoiding any possibility of introducing an explosive mixture into any con uit 22 when the piston 17 isat its-downstroke or when the air-pressure withinr the` crank-chamber 6 is neutralized orovercome by the resistance-spring 18- and air-cushion above the piston 17, `it beingunderstood, however, that the lower end of thepiston or' plunger 20 terminates a sli ht distance above the passage 22, so as to-al ow free communication between the conduits-23and24' The passage-way between the conduit/'23 and interior of vthe cylinder 21 is' provided with a check-valve 26m-prevent back flow of the liquid hydrocarbon, as gasolene, and the passage between the interior' ofthe cylinder 21 and conduit 24'isalso provided'wlth a check-valve 27 to prevent 'back flowof the liquid hydrocarbon from the ex losionI-eham-- ber, and it therefore appearst at the chamber in which the plunger is movable communicate's with the assage 22 between the check-valves 26 an 27. Y

Inthe operation of my inventionthusfar described the throttle-valve 16' iso ento-admit the desired amount of airto t ecrankchamber, the amount of air'dependingiupon' the workrequired of the engine-#am for instance, ifl a'heavy load is-placedu on' the-'engine the throttle-'is open-to its fu l'capacity, so that onV the.u stroke of'the'piet'on 3 the suction or partia vacuum produced in the chamber 6 draws the air into saidy chamber and into-the space-formed: by th'erise of? the pistonl 3, and as the piston descends onA it'sl downstroke the check-valve 15' isaut'omat'- ically closed against thees'capel of ail-from the crank-chamber, and suchvair'is-therefore compressed in said chamber'andfis partially forced out through the outlety 8,-t-hereby'impinging'and: elevating the piston 17 against the action of the spring 18-and also against the air-cushion'w-hich is-formediin then per end of the cylinder 10. This-elevation`1o *the preventing the entrance of air int'o'ther IOO IOS

wardly through upwardly into the interior of the cylinder 21 and into the conduit 22, and as soon as the piston 3 approaches the limit of its downstroke sufiiclent to uncover the port 1l the air under compression in the crank-chamber and conduit is instantly forced into the base of the ex losion-chamber, and simultaneously with t s relief of the pressure in the crank-chamber and its outlet 8 the spring 18 and expansion of the compressed a1r in the upper part of the cylinder 10 operate to force the piston 17 downwardly with considerable force, thereby causing a similar and simultaneously downward movement of the lun .er1 20, which expels the hydrocarbon iqui from the cylinder 21 and conduit 22 upthe conduit 24 andnozzle 25 into 'the base of the explosion-chamber12, .Where it is causedto mix with the inilowing air 'insuitable proportions, such mixture being deliected uxwardly byv a deecting-plate 29 on thefhea of the piston 3. lIt 1s now clear that both the air' and liquid hydrocarbon enter the' sideof the explosion-chamber ,inder 10 and serves atA substantially the same point and under a high degree of pressure and that the quantity of liquid hydrocarbon which is caused to enter the explosion-chamber is proportionate to the pressure of the air in the crank-chamber by reason of the fact that this pressure of the air in the crank-chamber controls the amount of movement of the pistons A17 and 20. In order to further control the flow of the amount of liquid hydrocarbon which may enter the explosion-chamber, I provide the shoulder 1.9 upon the adjustin -screw 30, which is movable in the upper end of the cylto produce more or less tension upon the spring 18, thereby affording more or less resistance to the elevation of the piston 17 b the compresesd air from the crank-cham er 6 on the downstroke of the piston 3. f

I do not wish, however, to limit myself to the use of the iston 17 and its spring 18 for operating the ibrce-pump, as the plunger 20 and'part 21, as any other equivalent pressure-regulating device may be employed to actuate any other form of lun'ger other than that shown and describer serve the right to employ any device which may be o erated by the compression of--air in the cran -chamber and capable of forcing liquid hydrocarbon into any part of the exlosion-chamber, to ether w1th any means or controlling the inIet of air into the crankchamber at any point below the lower end of the piston, as 3, when in itsextreme inner position or stroke. I have therefore shown the upper portion 'of theftir'ank-case as rovided with an additional air-inlet 31, W ich is below the exhaust 13 and communicates with a conduit 32 ,having a throttle-valve 33, and when the air is admitted at this point the and I would relower throttle-valve 16 would be closed, so that avacuum would be created in therankchamber by the upstroke of the piston 3 until the lower end of the piston uncovered the air-inlet 31, at which time the air would instantly rush into the crank chamber and be compressed on the downstroke of the piston in the manner previously described. I have also shown the conduit 24 as provided with a two-way valve 34, to which is connected a second conduit 24', leading to a spray-nozzle 25, which discharges into the upper end of the explosion-chamber 12 and may be substituted in operation for the inlet-nozzle 25, the valve 34 servin to connect the conduit 24 either to the nozz e 25 or'25, but to only one ata time. When the nozzle 25 is used, the nozzle 25 of course is cut out, and the mixture of the air and liquid hydrocarbon is effected in the upper part of the explosion-chamber; but in either case the explosive mixture is compressed on the upstroke ofthe piston and ignited at the proper time by'suitable sparking device 35, Fig. 1.

WhatI claim is- 1. In a gas-engine of the class described,

the combination with an explosion-chamber and crank-chamber and a piston, the explosion-chamber having separateA inlets, one for air and the other for liquid hydrocarbon, the air-inlet communicating with the crankchamber, an air-supply con duit also communicating with the. crank-chamber and provided with a throttle-valve for controlling the amount of air admitted to said crankchamber, an outlet-conduit leading from the crank-chamber, said piston compressing the air .in the crank-chamber and its outlet on its downstroke, a movable member actuated in one direction by the compression of the air in said crank-chamber and outlet, means for actuating said member in the opposite direction when the pressure in the crank-chamber is relieved by the opening of the air-inlet-port and additional means brought into the reaction of said member to force liquid hydrocarbon into the explosion-chamber. 2. In ahydrocarbon-engine, a cylinder, a crank-case and a piston, said cylinder having an air-inlet ort connectin with the crankchamber an also, provided with a separate inlet for li 'uid hydrocarbon, an air-supply conduit lea ing to the interior of the crankchamber and means for graduating the airsupply to regulate the degree of pressure in the crankchamber by the compressionstroke of the piston and means brought into action by said pressure from the crank-chamber for feeding hydrocarbon li uid throu h its port into the explosion-c amber, t e quantity of such liquid hydrocarbon which is fed to the explosion-chamber being proportionate to the air-pressure in the crankchamber.`

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action by IIO 3. The combination With a gas-engine in Which the airis compressed `in the crankchamber by the downstroke of the piston, of means-for graduating the entrance of air into the crank-chamber thereby controlling the degree of pressure therein and separate means controlled by such pressure for feeding lhydrocarbon liquid into .the explosionehamber of the engine.

4. In a gas-engine, aneXplosion-ehamber having an inlet-port for the. liquid hydrocarbon and also provided With a chamber in which air is compressedby the piston, means for graduating the degree of pressure in'said chamber and. a feeding device for the-hydrocarbon :liquid controlled :by such ressure whereby the quantity of the liqui hydrocarbon fed=tothe explosion-chamber isproportionate'to the degree of pressure-in said A chamber.

the. erank'ehamla er,l a yielding resistanceoperating toreturn saidzelement-When the airpressure'is relieved andmeans actuatedrby the-return of said elementfor'forcing hydro- 'ger actu-ated by said element upon-its return toforcethe liquid hydrocarbon into -saidexplosion-chamber.

l 7. In a gas-engine, 4the combination of a piston and air-chamber in which airis oompressedbyythe said piston and means 00n-y trolled by thefpressure of air in said chamber for forcingliquid hydrocarbon finto theexlesion-chamber of the engine, said means mcluding an.air-operatingelement, a yielding resistance returning saidfelementand a plunger actuated 4by said' element upon its return to forcer the li uid hydrocarboninto said vexplosion-cham er, and adjustable Vmeans-for varying saidfjieldingresistanee.

.Inwitness Whereofl vehereunto-set my hand this 4llthday ofMay, 1905.-

DANIEL M. 'IUTTLE.

, Witnesses:

H. yE. CHASE, MILDRED M; No'rr.

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