US658594A - Gas-engine. - Google Patents

Description

No. 658,594. Patented Sept. 25, I900. C. W. SHARTLE &-' C. E. MILLER.

G A S E N G l N E.

(Application filed Dec. 28, 1898.)

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(No Model.)

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C. W. SHARTLE 8'. E. MILLERI' GAS ENGINE.

(Appication filed Doc. 23;"1899.)

(N0 Model.) 5 Sheets-Sheet 2.

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GAS ENGINE.

(Application filed Dec. 23, 1899.) (No Model.) 5 Sheets-Sheet 3.

Inventor 5 MW.S

Attorney No. 658,594. Patented Sept. 25, I900.

C. W. SHARTLE &. C- E. MILLER.

GAS ENGINE.

(Application filed Doc. 28, 1899.) (No Model.) 5 Shoots-Sheet 4.

Inventor s I Attorney Patented Sept. 25,- I900. C. W. SHARTLE 6. C. E. MILLER G A S E N G l N E.

(Application filed Dec. 28, 1899.)

'5 Shaeta-$heet 5.

(No Model.)

W swam Inventors W.%w

Witnesses:

Attorney TATES Utt'nn ATENT OFFICE.

CHARLES W. SHARTLE AND CHARLES E. MILLER, OF MIDDLETOWN, OHIO; ASSIGNORS TO THE MIDDLETOVN MACHINE COMPANY, OF SAME PLACE.

GAS-ENGINE.

SPECIFICATION forming part of Letters Patent No. 658.594. dated September 25, 1906.

Application filed December 23, 1899. nerial No. 741,408. iNo model.)

1'!) all whom it may concern.-

Be it known that we, CHARLES W. SHARTLE and CHARLES E. MILLER, citizens of the United States, residing at Middletown, Butler county, Ohio, (post-office address Middletown, Ohio,) have invented certain new and useful Improvements in Gas-Engines, of which the following is a specification.

Our invention relating to improvements in gas-engines will be readily understood from the following description, taken in connection with the accompanying drawings, in which Figure 1 is a side elevation of a four-cycle gas-engine embodying our improvements; Fig. 2, a plan of the cylinder and its immediate accessories; Fig. 3, a vertical transverse section of the cylinder through the exhaustvalve in the plane of line aof Figs. 1, 2, and 9; Fig. 41, a vertical section through the cylinder-head and air-Valve and igniter-chatnher in the plane of line b of Figs. 1 and 2; Fig. 5, a rear elevation of the cylinder-head, the rear of the engine being assumed as at the left in Fig. 1; Fig. 6, an elevation of the inner side of the igniter and its operating parts, a bearing-bracket appearing in vertical section in the plane of line 6 of Figs. 2 and 10; Fig. 7, a horizontal sectionv through the igniter in the plane of line of Figs. 1, i, and (3; Fig. h, a plan of the admission-pipe and its immediate accessories, the gasolen'epump and gas-valve appearing in horizontal section in the plane of line d of Figs. 1 and 5, and the gasolene-valve appearing in horizontal section in the plane of line 2' of Figs. 1 and 5; Fig. 9, an elevation of the inner face of the exhaust-box; Fig. 10, a rear ele ration of the igniter-hammer and its supporting-bracket, the engine-cylinder and valve-shaft appearing in vertical transverse section in the plane of line f of Figs. 1, 2, and b; Fig. 11, a vertical transverse section of the inlet-pipe and gasolene-valve in the plane of line g of Figs. 2 and 8, and Fig. 12 a vertical section of the cylinder-head and air-valve in the plane of line h of Figs. 4 and 5.

In the drawings, (referring specially to Fig. 1,) 1 indicates the bed-plate of the engine; 2, the crank-shaft; 3, the crank; 4, the

fly-wheel; 5, the cylinder; 6, the front cylinder-head; 7, the connecting-rod; 8, the back cylinder-head, all the parts thus far named having the general form and relationship common in horizontal four-cycle gas-engines; 9, a bearing secured to the forward portion of the bed-plate, the axis of this hearing being horizontal and above the crankshaft and in a vertical plane parallel with the axis of the engine-cylinder and to one side of the cylinder structure; 10, a similar bearing secured near the rear end of the cylinder in axial line with bearing 9; 11, a valve-shaft journaled in bearings 9 and 10 and projecting rearwardly beyond rear cylinder-head 8; 12, a spiral gear secured upon the crank-shaft below valve-shaft 10; 13, a spiral gear secured upon the valve-shaft and meshing with gear 12, the gears 12 and 13 being so proportioned that each turn of the crank-shaft of the engine will give a half-turn to the valveshaft, as is common in four-cycle gas-engines; 14:, (turning now to Fig. 3,) the usual Waterjac-ket space around the engine-cylinder; 15, an exhaustport leading outwardly through the wall of the cylinder, this port being disposed at the rear end of the cylinder, as usual; 16, a flat sea-t formed at the side of the cylinder and margining the outlet-port 15 therefrom, the plane of this seat being parallel with the axis of the engine-cylinder and at an angle of substantially forty-five degrees to the vertical and horizontal planes of that axis; 17, ports leading outwardly through seat 16 fromwater-space 17; 18, exhaustvalve box bolted against seat 16; 19, a flanged neck projecting from the lower portion of exhaust-. valve box 18, the lower surface of the flange being at right angles to the plane of seat 16; 20, exhaust-pipe having flanged connection with flanged neck 19; 21, exhaust-passage through the exhaust-box, the same leading from exhaust-port l5 outwardly and then turning downwardly through flanged neck 19; 22, water-cavity in the exhaust-valve box around the body of exhaust-passage21,whereby the cooling-Water circulating in jacketspace 14 of the cylinder circulates also in the exhaust-valve box around the exhaust-passage therein; 23, inlet for the cooling-water, the same leading to water-space 22 in the exhaust-valve box, as seen in Fig. 9; 24, ex haust-valve, being a puppet-valve closing by outward motion against a seat for-med at the inner end of exhaust-passage 21 in the exhaust-valve box; 25, exhaust-valve stem projecting outwardly through a long bearing in the back of the exhaust-valve box; 26, a guide-housing formed upon the back of the exhaust-box and guiding the outer portion of the exhaust-valve stem; 27, a helical spring engaging between a shoulder on guide-housing 26 and a collar on the outer end of the exhaust-valve stem, this spring tending to hold the exhaust-valve to position of closure; 28, a knuckle-block fast on the exhaust-valve stem; 29, a substantially-vertical oil-passage in the upperportion of the exhaust-valve box and leading to the valve-stem bearing in the outer wall of the box; 30, a pivot carried in a bracket projecting outwardly from the exhaust-valve box, this pivot being disposed horizontally and above the exhaust-valve stem and below valve-shaft 11; 31, exhaustcam fast on valve-shaft l1 and having a single lobe; 32, a lever rocking on pivot 30 and having its lower end engaging inwardly against knuckle-block 28, its upper end being armed with an antifriction-roller engaging exhaust-cam 31; 33, Fig. 2, inlet-pipe projecting from the rear face of cylinder-head 8 and being preferably flange-jointed thereto, this pipe constituting the inlet-way for air and fuel to the engine-cylinder; 34, air-supply pipe connecting with the outer end of inlet-pipe 33; 35, (turning now to Figs. 4 and 12,) passage in cylinder-headS, opening into the engine-cylinder and disposed below the axis of inlet-pipe 33, which communicates with passage 35; 36, a plug radially disposed in cylinder-head 8, its axis being at an angle of substantially forty-five degrees to the vertical plane of the axis of the engine-cylinder, this plug being secured in place by a flange bolted to a seat upon the peripheral wall of the cylinder-head, the lower end of the plug having a cavity in communication with inlet-pipe 33 and with passage 35; 37, inletvalve, being a puppet-valve closing outwardly against a seat formed on the inner end of plug 36, this Valve when closed serving to cut off communication between inlet-pipe 33 and the engine-cylinder; 38, inlet-valve stem projecting outwardly through plug 36; 39, a spring disposed around valvestem 38 within a counter-bore in the upper end of plug 36 and engaging between the floor of that counterbore and a collar upon the outer end of the valve-stem, this spring tending to hold inlet-valve 37 to position of closure; 40, a pivot mounted in lugs projecting upwardly from the flange of plug 36, its axis being parallel with the valve-shaft 11 and lying between the valve-shaft and inletvalve stem 39; 41, a lever rocking on pivot 40, its inner end engaging overvalve-stem 39 and its outer end projecting over the valveshaft 11 and being armed with an antifriction-roller; 42, inlet-cam, the same being fast upon the valve-shaft in position to engage the roller of lever 41 and being provided with a single lobe; 43, Fig.8, a hollow boss formed above inlet-pipe 33; 44, gas-supply pipe leading to the cavity within this boss,- 45, passage leading from the cavityin boss 43 downwardly into inlet-pipe 33, whereby the supply of gas may flow to the engine-cylinder; 46, gas-valve, being a puppet-valve disposed within hollow boss 43 and closing against a partition therein, so as to cut off communication between gas-supply pipe 44 and inletpipe 33, this valve closing by a motion toward that side of the engine at which is mounted the valve-shaft 11; 47, the stem of gas-valve 46, the same projecting out from boss 43, the axis of the stem being at right angles to and cutting the axis of valve-shaft 11; 48, Fig. 2, a guide-yoke supported byinlet-pipe 33 near the valve-shaft, the outer portion of gas-valve stem 47 being guided in this yoke; 4 an antifriction-roller on the outer end of gas-valve stem 47; 50, a helical spring surrounding the gas-valve stem and engaging between the face of boss 43 and a shoulder on the valve-stem, this spring tending to hold the gas-valve to position of closure; 51, gas-inlet cam, the same beingsplined upon valve-shaft 11 and having asingle lobe adapted for engagement with roller 49, whereby each turn of the valve-shaft 11 may serve in opening the gas-valve against the resistance of spring 50; 52, the governor, the same being of usual centrifugal type, secured upon the valve-shaft between inlet-cam 42 and gasinlet cam 51 and servingin case of abnormal increase of speed to shift gas-inlet cam 51 to the right far enough to clear roller 49, thus throwing the gas-inlet valve out of action for the time being; 53, Fig. 4, igniter-chamber in cylinder-head 8, extending outward ly horizoutally from passage 35 in a direction toward that side of the engine at which is mounted the valve-shaft 11; 54, Figs. 4, 6, 7, and 10, a plug seated in igniter-chamber 53 and having at its outer end a flange by means of which it is bolted against-a seat formed on the peripheral wall of the cylinder-head; 55, a contact-stud passing through plug 54 and insulated therefrom, the outer end of this stud being adapt ed to receive one terminal of the conductor of theigniting-ci rcuit; 56, a contact-point projecting radially from the inner end of stud 55; 57, a spindle journaled in plug 54, parallel with stud 55; 58, an arm projecting radially from the inner end of spindle 57 and under the inner end of stud 55; 59, a contact-point carried by arm 53 in position to make contact with point 56; 60, an arm projecting upwardly from the outer end of spindle 57, its

upper end being at about the level of the axis valve-shaft 11, the outer end of this plug being in a position to engage against the forward side of arm 63, a spring engaging hammer-plug 62 and tending to press the plug outwardly and separate the contact-points of theigniter,spring 63 being very much stronger than spring 61, so that, while spring 61 tends to close the contact of the igniter, spring 36 holds the contact normally open; 64, ignitercam, the same being a facial cam fast on valve-shaft 11, between bearing 10 andinletvalve 42, the face of this cam engaging against the outer end of hammer-plug 62, the face of the cam being so formed that as the valveshaft makes one turn it will at certain times gradually push backward upon hammer-plug 62 and later, at proper time, suddenly release the plug and allow it to go forward to normal position, corresponding with open condition of the contacts of the igniter; 65, Figs. 2, 8, and 1l,gasolene-valve box, the same being disposed alongside inlet-pipe 33; 66, gasolene-pump barrel, the same being disposed across the top of inlet-pipe 33, with which it is integrally formed, and outwardly beyond the gas-valve; 67, the pump-plunger guided at its outer end in yoke 48and projecting from the yoke toward the valve-shaft 11; 68, pu nip-cam fast on the rear end of valve-shaft 11 and having, preferably, a multiplicity of lobes; 69, handle on the pump-plunger, by means of which the pump may be worked by hand; 70, a helical spring surrounding the pump plunger and engaging between the pump-barrel and a collar on the plunger, this spring serving to give the plunger its outward motion; 71, gasolene-supply pipe leading to the pump-barrel; 72, inlet pump-valve in the gasolene-supply pipe; 73, discharge pump-valve; 74,gasolene-dischargepipeleading from discharge-valve 33 to gasolene-valve box 65; 75, gasolene-overflow pipe leading from a point at proper height in gasolene valve box 65 to any desired point of discharge for surplus gasolene; 76, aperture in the wall separating gasolene-valve box 35 from inletpipe 33; 77,a needlevalve passing through the gasolene-valve box and into aperture 76 and normally closing the latter, the stem of this valve projecting outwardly; 78, a yoke pro- ,iecting outwardly from gasolene-valve box 65 and supporting a guide-boss for the outer end of the stem of needle-valve 77; 79, a collar on the stem of needle-valve 77; 80,a helical spring surroundingthe stem of the needle-valve and engaging between collar 79 and the guidingboss at the outer end of the needle-valve stem, this spring serving to press the nee dle-valve to position of closure; 81, a stopscrew threaded into the guiding-boss at the outer end of the needle-valve stem and serving as means by which the outward motion of the needle-valve stem may be prevented or limited; 82, an arm projecting sidewise from gas-valve stem 47; 83, a sliding rod having one end sliding in arm 82, its other end engaging the inner face of collar 79; 84, a spring surrounding rod 83 and engaging between arm 82 and a collar on the rod and tending to press the needle-valve to open position; 85, Fig. 4, water-chamber in the cylinder-head; 86, ports through the front wall of the cylinder-head, placing watenchamber 85 in free communication with the water-jacket space around the engine-cylinder; and 87, Fig. 2, water-outlet from the water-space around the engine-cylinder, the same being disposed at the upper portion of the cylinder near its forward end.

All of the valve motions and the igniter motions are derived from valve shaft 11. This shaft, as seen in Fig. 1, is disposed above the level of engine-crank shaft 2, the conse quence being that as the crank-shaft wears downward in its bearings it separates from the valve-shaft, thus avoiding the crowding together of the intermembcring spiral gears 12 and 13. This location of the valve-shaft also permits of the peculiar disposition of the exhaust-valve and other parts operated by the valve-shaft. As seen in Fig. 3, the axis of the exhaust-valve is diagonal. The stem of the exhaust-val ve is readily lubricated and the exhaust-valve box is easily detachable. By unbolting flange 19 from exhaust-pipe 20 and removing the bolts which hold the exhaust-box to place the exhaust-box, with all of its accessories, may be readily withdrawn from the cylinder without interference by the exhaust-pipe or the valve-shaft. Turning to Fig. 4, it will be noticed that the inlet-valve plug 36, with all of the accessories pertaining to the inlet-valve,can simultaneously be withdrawn without interference from other parts, and similarly the igniter-plug 54, with its accessories, may be readily removed. Turning to Fig. 2, it will be observed that inlet-pipe 33 forms the supporting-mounting for the gasolene-pump,the gas-valve, and the needlevalve and that by disconnecting this inletpipe from the cylinder-head to which it is bolted all these parts are brought away.

Turning to Fig. 1, the cooling-water enters atinlet 23 and circulates in the water-space around the engine-cylinder and in the waterchamber of the cylinder-head and in the water-chamber of the valvebox, the coolingwater leaving at outlet 87.

The cycle is as follows, assuming gas as the fuel: Turning to Fig. 2, assuming stop-screw 81 to be adjusted so far inwardly as to prevent any opening of the needle-valve, the piston starts on its outward stroke, the gasvalve and the inlet-valve being open. Hence a mixed charge of gas and air becomes drawn into the cylinder. On the return stroke of the piston all valves are closed and the charge becomes compressed in the cylinder. At the beginning of the next outward stroke the compressed charge is ignited, thus producing the outward power-stroke. On the return inward stroke the exhaust-valve is open and the burned charge exhausted, the next outward stroke of the piston again drawing in a fresh charge of air and gas. If engine speed be above the normal, then the governor will withdraw gas-cam 51 out of range of action, and consequently air only will be admitted to the cylinder during the suction-stroke of the piston, the inlet-valve opening at each suction-stroke and the exhaust-valve opening at each exhaust-stroke, so that even when high speed calls for no fuel cool fresh air is being passed through the cylinder and exhaust-valve.

Turning to Fig. 6, one terminal of the igniting-circuit is at plug 56, the conductor being attached to stud 55, while the other conductor may be attached to any metallic portion of the en ginepreferably one of the bolts of plug 54tthus causing the conductor to terminate at contact-point 59. Normally the contact-points are separated, being held in that condition by spring 63, which preponderates over the tension of light spring 61, tending to close the contacts. Cam 64 pushes gradually back on hammer-plug 62, thus permitting light spring 61 to close the contact. Later the cam releases the hammenplug, which suddenly flies outwardly and strikes a hammer-blow on arm 60, thus knocking the contact suddenly open and producing the igniting-spark.

Turning to Fig. 2, the gasolene-pump keeps box 65 charged with gasolene, the overflowpipe maintaining the level of the charge at a point somewhat above the plane of the needlevalve. If stop-screw 81 be screwed inwardly far enough, then the needle-valve will not open; but at each stroke of gas-valve stem 47 eye of arm 82 will compress spring 84 and moveidly forward and back on sliding rod 83, the rod thus remaining stationary. If, however, stop-screw 81 be screwed outwardly a trifle, thus permitting an opening movement of the needle-valve, each forward stroke of arm 82, acting through spring 84, will produce a movement of sliding rod 83 and open the needle-valve to the extent permitted by stop-screw 81, spring 84; being stronger than spring 80. The needle-valve thus opens to an adjusted degree at each inward stroke of arm 82 as prod need by the gas-cam 51, the needlevalve opening promptly at the beginning of the stroke of arm 82 and remaining open until that arm returns to its normal outward position, a long dwell in open condition thus being given to the needle-valve regardless of its degree of opening, so long as it has any opening position whatever. Gasolene may be used in conjunction with gas, or either the gas or the gasolene may be used alone, and the change of conditions may be brought about while the engine is running. The gassupply pipe being provided with the usual stop-valve the gas may be admitted or cut off at any time or its supply regulated, and

the manipulation of stop-screw 81 permits the flow of gasolene to the inlet-pipe to be installed or regulated or cut off at any time.

Inlet-pipe 33, in conjunction with the gasvalve and needle-valve mounted upon it, constitutes a compound mixer.

We claim as our invention- 1. In a gas-engine, the combination, substantially as set forth, of a back cylinderhead, an air-inlet pipe secured thereto, an aperture leading into said inlet-pipe to admit gasolene thereto, a valve controlling such aperture, a gasolene-pump mounted on said inlet-pipe, a discharge-pipe leading from said pump for the supply of gasolene through said aperture, a gas-supply pipe leading to said air-supply pipe between its admission end and said aperture, a valve in said gas-supply pipe, and mechanism for automatically operating said two valves.

2. In a gas-engine, the combination, substantially as set forth, of a cylinder-head, an inlet-pipe connected therewith, a gasolenebox at the side of said inlet-pipe, an aperture placing said box in communication with the interior of said inlet-pipe, a needle-valve en gaging said aperture, a spring engaging the stem of said needle-valve and pressing it to closed position, a stop-screw in position to engage the outer end of the stem of the needle-valve and prevent or limit its opening motion, and mechanism for opening said needle-valve against the resistance of said spring.

3. In a gas-engine, the combination, substantially as set forth, of a cylinder-head, an inlet-pipe connected therewith, a gasoleneboX at the side of said inlet pipe, an aperture placing said box in communication with the interior of said inlet-pipe, a needle-valve engaging said aperture, 3. spring engaging the stem of said needle-valve and pressing it to closed position, a stop-screw in position to engage the outer end of the stem of the needle-valve and prevent or limit its opening motion, a reciprocating part connected with said needle-valve and adapted to open it against the resistance of said spring, and a spring, stronger than said firstmentioned spring, interposed between said reciprocating part and said needle-valve.

4. In a gas-engine, the combination, substantially as set forth, of an inlet-conduit connected with the cylinder and having independent inlets for air and gas and gasolene, normally-closed independent valves at said gas-inlet and gasolene-inlet, and mechanismfor automatically operating said two valves.

5. In a gas-engine, the combination, substantially as set forth, of an inlet-pipe, a gasinlet conduit leading thereto, a puppet-valve in said conduit, a spring holding said puppet-valve normally closed, a cam adapted to engage the stem of said valve and open the valve against the resistance of said spring, a gasolene-conduit leading to said inlet-pipe, a needle-valve in' said conduit and having its axis parallel with that of said puppet-valve,

a spring engaging the stem of the needleof said puppet-valve while the need1e-valve valve and holdingit normally closed, connecis at rest.

tions between the stem of the needle-valve CHARLES W. SHARTLE. and the'stem of the puppet-valve to cause CHARLES E. MILLER.

5 opening motion of the latter to be imparted Witnesses:

also to the former, and a spring interposed B. HARWITZ,

in said connections to permit opening motion 1 J. G. GORDON.

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