US849324A - Starting device for internal-combustion engines. - Google Patents

Description

NOI 849,324. I PATBNTED APR. 2, 1907.

P. W. BRADY. v STARTING DEVICE FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILE-D AUG. 11. 1904.

3 SHEETSSHEBT 1.

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PATENTED APR. 2, 1907.

F. W. BRADY. STARTING DEVICE FOR INTERNAL COMBUSTION EN GINES.

APPLICATION FILED AUG.11.1904.

3 SHEETS-SHEET 2- LVL-[Memw X PATENTE'D APR. 2, 1907.

F. W'. BRADY. STARTING DEVICE FOR INTERNAL COMBUSTION ENGINE APPLICATION FILED AUG. 11.1904.

FRANCIS W. BRADY, OF ENGLEWOOD, NEW JERSEY.

STARTING DEVICE FOR INTE FINAL-COMBUSTION ENGINES.

Specification of Letters Patent.

Ltatented April. 2, 1907.

Application filed August 11, 1904. Serial No. 220.381.

.To all whom it may concern.-

Be it known that I, FRANCIS W. BRADY, of Englewood, in the county of Bergen and State of New Jersey, a citizen of the United States, have invented certain new and useful Improvements in Starting Devices for Internal-Combustion Engines, of which the following-is a Specification.

. This invention relates to an internalcombustion engine wherein a heated vaporizer for a liquid hydrocarbon is employed and wherein means are required for starting the engine in order to generate the heat necessaryto get the vaporizer into efficient operation;

The object of the invention is to provide the engine with a sim le and efficient starting device or means wllerein alcohol or some similar very volatile and combustible liquid is used in the starting device to produce the explosivecharge. a

' In the accompanying drawings, which illustrate an embodiment of the invention and its application to an engine, Figure 1 is a side elevation of an internal-combustiohengine' rovided with the present invention. This is a general view on a small scale. Fig. -2'is -a vertical section of the en he on the same scale as Fig. 1, but in a p ane coincident with the axis of the engine-shaft. Fig. 3 is a sectional detail view of the device on amuch larger scale than the principal views.- Fig. 4 is a horizontalsection at the line a) in Fig. 3. Fig. 5 illustrates a slightly-modified form of device controlling thaadmission of the alcohol or other volatile liquid.

Referring, primarily, to i and-2,1 is, the bed ate of the engine; 2, the main shaft; 3, tlecamshaft 4, the cylinder; 5, the

crank; 6, theiston; 7, the piston rod; 8, the combustion-c amber; 9, the vaporizer, which communicates with thecombustion-chamber through the pipe 26 and the main vapor-inlet e pump for pumping the liquid hydrocarbon to the vaporizer; 11, the in let for air to form part of tlleexplosive charge, and 12 the means for operating the-ign ter.

These features onlyrelate'to the present inventionincidentally. In Fig. 1, 13is a holder to supply the for alcohol, and 14 is a pipe be hereinafter alcohol to the engine, as Wlll expgained.

- eferring new to the detail views, Figs.,3 and 4, 15' is an L-shaped conduit connected.-

with'the air-inlet 11 and at the other end opening into the combustion-chamber 8.1

The passage through the conduit is controlled by an air-inlet valve 16, provided with a stem 17. This stem passes out through the wall of the chamber 15 and through a long guide-bearing 18,'and the valve 16 is held ,up to its seat by a spring 19. "When the piston descends in the operation of the engine,

per end of its stem, eiiected through the medium of a rocker 23, actuated by an eccentric 24 on the shaft 3 and a rod 25, as seen in Figs. 1 and 2. The up or end of the valvestem 17 passes loosely t rough the end of the rocker-arm and is supported therein by the ters the combustion-chamber T0111 the airinlet 11, and the vapor is fed through the o ening of the vapor-valve at the proper time by the eccentr1c28. This is the opera-' tion when the engine is running in the usual manneiythe va orizerbeing then eflicient from the heat; ut at starting'the engine when the vaporizer'is cold and inoperative the device now to be described is em loyed. The stem 17 of the valve where it p ays in the 10:1 bearing 18 is reduced in diameter to a suite le extent, so as to form an annular chamber 20 about the stem, and the pipe 14 from the holder 13 opens into this chamber, so as to su ply alcohol thereto when the cock 21, contro hng said pipe, is opened. In the stem 17 are grooves22, one or more, as reuired, leading from the chamber 20 down a ong the stem far enough to open as ports into the combustion-chamber, as seen in dotted'lines in Fig. 3, when the stem is depressed'to open the valve 16.

The 0 eration is simple. When the en- 1s desired to'start it, the cock 21 is opened and the fly-wheel of the engine rotated. The effect of this is to draw in air at the inlet 11, to press down and open the valve 16 to about the extent or position seen in dotted lines in Fig. 3, and to permit or cause the alcohol-to flow through the grooved ports '22 and down the valvestem, where it vaporizes and mixes with the inflowing air to form an explosive mixture, which is then exploded. This operation sets the engine in motion, and as soon as the vaporizer bethe. cock 21 is closed, and thereafter the va r is supplied through themain vaporva ve 27; w I

Fig. 5 shows a slightly modified conthe valve 16 is opened by pressure on the uppin 29. When the valve .16 is o ened, air engine sha l have been at rest for a time and itcomes eflicient from the heat of the exhaust for the stem, and only the ports22 are formed.

shown the valve-stem. does not act as a ,tudinal movement of the stem opens chans'tem for the flow ofthe. liquid along the stem fluid hydrocarbon thereto, and a duct the valve-stem to connect the fluid-chamber its bearin an inlet to said chamber for sup struction of the device for controlling the admission of. the alcohol. In this case the annular chamber 20 is formed in-the bearing in the stem. The'construction will be obvious from the drawing.

It will be noted in theconstruction herein valve-plug to cut ofl' a cross-passage, nor as. a plunger to force out the liquid. The longinels formed by the'flutes, or grooves in the with the air-conduit When the valve'is open.

1.2. An internal-combustion engine having an air inlet and conduit, a 'valve'controlling the admission of air to the engine through said conduit, a stem-onthe valve, a bearing for said stem, a chamber between the stem and plying fluid hydrocarbon thereto, and ducts in the valve-stem to connect the fluid-'chamher with the air-conduit when the-valveisfi open.

3. An internal-combustion engine, having an air inlet and conduit, a valve controlling the admission of air to the engine through said conduit, a stem on the valve, a duct in said stem, a hearing which embraces the valve-stem and closes the duct when the airvalve is closed, and means for supplying a fluidhydrocarbon to said duct. I I

4. An internal-combustion engine, having an inlet and conduit for air, a valve congrooved stem of said valve, means for supplying a volatile liquid to the incoming trolling said conduit, the longitudinallyairat starting to form an explosive charge,

said means comprising a holder for the volatile liquid, aconduit leading therefrom to the valve-stem, a cock controlling said conduit and a bearing about said stem which cuts off the flow'of liquid to the air-conduit when the air-valve is closed.

5; 'An internal-combustion engine, having an inlet and conduit for air to the engine, a

valve controlling the influx of air, the. stem of saidvalve having-formed in it an annular chamber within the bearing of the stem,

and longitudinal grooves 22, forming ports, a holder 13 for a volatile liquid, a pipe 14 con necting said holder with the chamber 20, and a cook 21, in and controlling the flew through said pipe, said ports being so dis posed that they are closed-when the;air

valve 'is' closed'gand open when said valve. is open.

In witness whereof I have hereunto signed my name, this 10th day of August;1994,,ir;

the presence of two subscribing witnesses FRANCIS BRADY Witnesses; HENRY CoNN'ETr,

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