US508833A - Xelhaeuser a - Google Patents

Description

(No Model.)

Y 3 Sheets-Sheet 1. W. VGN OBCHELHAEUSER 8v H. JUNKERS.-

GAS ENGINE.

No. 508,833. Patented Nov.' 14, 1893.

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W. VON OEGHE'LHAEUSERv 8v H. JUNK'BRS.

GAS ENGINE. No. 508,833. Patented Nov. '14,' 1893.

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i UNITED STATES PATENTA i GERMANY. v

GAS-Noms srEcIFIcArrIoN formingpart of Letters patent No. sossadatea -Novemberi/i, 1893.

Application filed November 5, 1892. :Serial No. 451.102. (No model.)` y

To all whom it may concern; Y c

. Be it known that we, WILHELM VON OECH- ELHAEUSERand HUGO JUNKERS, subjects of the Emperor of Germany, residing at Dessau, Germany, have lnvented certain new and use.-

' ful Improvements'in andRelatin g to Gas-Engines and we do hereby declare the following to beV a full, clear, and exact description'of the invention, such as will enable othersl skilled in theart to which it appert-ains to make anduse the same, reference. being had 'tothe accompanying drawings, and to `letters .or figures of reference markedl thereon, which form a part of this specification. f n Our invention relates to gas engines and consists in structural features and in combinations of co-operative parts as well as in a novel method of working such engines.

The dimensions of high power gas engines as heretofore constructed are comparatively4 great, their construction expensive, andtheir operation unreliable by reasonof premature explosions of the chargeof combustible gas,

while the consumption of gas :with the increased power and size is not reduced to the.

extent it was thoughtv it would be.;

Our invention has for its object the provision of means whereby these disadvantages are remedied: iirst, in fully clearing. out all pro-v ducts of combustion from the working cylinder by fresh compressed air `after the gases have done their work so that a cooling of the cylinder walls and a low temperature of. the remaining air at the beginning of the compression stroke is secured and in consequence thereof a high compression of the charge mixed afterward with gas is obtainable without 'premature explosion; secondly, by this highdegree of compression a high pressure of combustion up to sixty atmospheres and even higher being attained so that the working cylinder may be of .considerably reduced diameter; thirdly,in that the air and gas are separately introduced into the working cylinder by diiferent pumps and the gas beinginf. troduced into the charge of air only after `the latter has begun to be compressed so that any loss or waste of gas during the expulsion of combustion products is fully avoided ;V fourthly,1by the high compression of the charge up to ten atmospheresand even higher andby avoiding-all lateral chambers or passages being in other gas engines openjduring combusfy tion and expansion a comparatively great re-' `duction in the surfaces to be cooled and 1n consequence thereof a saving in consumption of gas is attained.y

'As in many gas enginesnow in use, we emp ploy twin pistons .having motion toward and from each other, buttheir working functions are quite different from the older systems. Our pistons perforlnthree functions, to Wit:`

As, they approach each other theycompress i As they recede from eachv duction is effected by two pumps one of which compresses the air and theother the gas, the compressed air being also used to drive' out fully the products of combustion and cool the f working'cylinder after each explosion and at a time when the pistons have reached the limit of their movement from each other, they pure air remaining in the working cylinder being then compressed bythe pistons as they approach each other. When the pistons have approached each other a certain distance and the charge of air has begun to be compressed, then gas isl introduced into said air to form the explosive mixture. By admitting air andy gas separately to the Working cylinder, by the: completeexpulsion therefrom of the products of combustion and the high compression and` high pressure of the combustible gas together with a comparatively great reduction in the surfaces to be cooled the consumption of gas is much less than in other engines of like power, But that our invention maybe fully "understood we will describe'thej same in'detail, reference being had to the accompany- Figure l1 is a longitudinal sectionaljy-iew taken on line a, b, of Fig. 3, f. a' gas engine embodying our invention.' AFig.-2isa'similar View thereof taken on line C-Fd, ofV said Fig;

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3, which" latter isa horizontal central sec tional view,`an`d"Figs. 4 and '5 are cross-sec tional views taken on or about on lines ef-gfa and -k-m, respectively of Fig. 3.

' In the above described figures of drawings, A, indicates the working cylinder; B, and C, the two pistons which are shown of the same diameter and having substantially the same tudel of motion.` The rod of piston, B, is connected to a crank, D, on the driving shaft that carries a iiy and belt wheel, W, and W',

respectively at its opposite ends. The pis- A ton, C, carries at its outer end a cross-head,

I, -to "opposite ends 'of which'i's connected fone end 4of two Ycoinne'cting rods, H, and F, re-

spectively, the'opposite end of said rodsbeing connected to cranks, E, on said driving shaft, S.

Theycy'lfinder A, -is jacke-ted Las usual, and below the same is arranged an air reservoir,

R, from whichthe air is supplied to the cylinder through `anlannula'r channel or passage, R', 'andL through peripheral ports, 1, formed in the working cylinder near its right hand: end,'said 'cylinder being. provided with a corresponding set of exhaust ports, 2, nearv its L left 'hiand'en`d, which ports open into an an- I nular channel or passage, R2, in communication with the exhaustpipa as shown in Fi-gs. 1 and' 4. rIhe 'ai-r'inlet port-s, 1ne'a'r one end" of the working cylinder are in line with the exhaust ports, 2, near the'opposite end there-"i of,"tfhe object of this arrangement being to! obtain a directrpassage for the compressed l air from'one endof `vthe combustion or work chamber to the other, when the pistonsare iat l the limit 'of their throwfrom eachother, in

or drive ou-t the products of combustion.

compressed vby a pump, L, and the gas byfa" pump, G, which pumps, with :a view to sim-l plify the construction lof the engine :are .ar-1 rangedon'opposite -sides of the working-cyl# inder,-thei'r pistons, L', and'Gr', being secured i to 'thefc'o'nnectin g rods, 1H, and F, respectively,

as -more clearly shown in' Fig. The air pump, L, `is fprovided with a slide valve controlled in any usual or well-'known manner by thedriving shaft S. yThe gas is supplied to'fpump, G, through pipe, P', asuitable check valve or back pressure valve, V2, being interposed in vsaid communicatiomthe compressed gas being forced into thecylinder throughia passage, A', 'the supply of gas being controlled byanylsuitable valve, as for instance, a Acylindrical valve, V', Fig. 5, whose operation fis also controlled through well-known mechanism by the driving shaft, S.

"In Figrfwe have shown the pistons in their relative positionat th'e'moment of ignition of the charge, which ignition may be effected through the medium of. the electric spark in a well'know-n' manner, and asv the construc- 'tion and arrangement of electricug'nltors are Well known we Yhave deemed it unnecessary toillustrate the same in the drawings. The explosion of the charge of explosive gas drives the pistons away from eachother, the pump pistons, L', G', mov-ing with the working piston, C, drawing air and gas respectively into their cylinders, the valves V, and V2, Figs. 2 and 5, uncovering the inlet ports. As the pistons reach the limit of their motion from eachv other the piston B, uncovers the air inlet ports, 1, yandthe piston, C, the exhaust ports, 2, a comparatively' large volume of compressed air passing from reservoir, R, through cylinder, A, driving out the products of combustion. On the return movement-,of the pistons said ports c'lose,the .air drawn-intol pump cylinder, L, being forced into reservoir, R, v

while vthe air' in cylinder, A, is compressed and the gas admitted topump, G, is held under reached acertain positiontoward each other. The valve, V', Fig. 5, fopens to radmitzgas into the now fully compressed chargefof' air under a pressure .greater than that of the fair itself, the valve V' ,closing immediately 'after such admission of.gas,when the'chfargeofcombustible gas is vagain ignited and theoperationsde.- scribed repeated.

The connections bet-weenf the pistons :and drivin grshaft are *such that therignitionfofthe charge takes `place at or abouttheftimewfhen t the cranks, Dfand E,areon ltheir'dead'points or centers,as'shownlin Fig. 3, Vthe cranks, E, being slightly in thelead, so .-that'both vsaid cranks as we'llas crank, D, will lbe'carriedover their dead points -byfa minimum 'expenditure'of power. 1

It will be seen that thefpistonszperform 4the K function of valves forthe airladmissionports order to effectually and thoroughly 'remove and the exhaust :ports for the products of combustion which latter are 'eectually :and The'air supplied to the work=ingcylin der is i completely `expelled -by the compressed fair which is noty only yd ne to thefrelativearrangement of the 'ai-r inlet fand'exhaust ports 'as hereinabove set forth, butto the absence :of

lateral chambers'or passages leading-into'fthe combustion 'chamber usually found fini-twin piston gas engines,'which chambers ior .paslsagesafre then uncovered fdusringacombustion and expulsion and retain lcombustion profducts'which cause inthose enginespremature lexplosions during compressionof the'charge.'

On the-other hand the expulsion'of the products of combustion is effected at .va-*much smallere'xpenditure of power than isthe case in gas engines provided with'afseparate air inlet valve, for the reason that the ipisltons, B, and C, control the inlet ports for 'the 'air and the exhaust ports for the :products :of

combustion whereby vspecial lvalve mechanisms are dispensedwith,the saidfpistonsun'- coveringsimultaneously comparatively large inlet and lexhaust areas, so that acomplete expulsion of theproducts ofcombustion takes place, whatever may be thespeed of theipis- ITO` tons and driving shaft, at a comparatively small overpressure of air and a small expendik ture of power, the exhaust taking place when the cranks D, and E, are on or about on their dead centers. l

After the products of combustion have been exhausted the combustion chamber Vor that portion of the cylinder, A,- between the piston faces is completely filled with pure or fresh air so thatl the temperature at the commencement of the compression is lowered as lmuch as possible, whereby a premature ignition'of the charge of combustible gas is 4prevented.

Having thus described our invention, what we claim as new therein, and desire to secure by Letters Patent, isf- 1. A gas engine comprisinga working cylinder having peripheral inlet and exhaust portsnear 'its opposite ends, respectively and reciprocally movable pistons adapted to cou-V trol saidports, for the purpose set forth. n A 2. Agas engine comprisinga working cylindelvhaving` peripheral inlet and exhaust ports near its opposite ends, respectively, said ports :in line with `one another, and reciprocally movable pistons adapted when in a given' relative position to uncover said ports simultaneously, for the purpose set forth.

3. A gas engine comprising a working cylinder having air and gas inlet ports, exhaust ports for the products of combustion, two pistonsreciprocally movable in said cylinder and controlling said air inlet ports and the exhaust ports, an air compressing pump connected with the air inlet ports, a gasA com- Y pressing pump connected with thegas inlet port,- and a valve adapted to control the admission of thegas to said gas inlet port, for

the purpose set forth.

4. A gaswengine comprising a motor shaft, f

air reservoir, vand said gas compressing pump v having its exhaust connected with the working cylinder for the purpose set forth.

`5. In-a gas engine, the combination Awith l. the workingcylinder provided with separate` air and gas inlet ports and with exhaust ports,

two pistons reciprocallygnovable in said cylinder and controlling the air inlet andthe exhaust ports, of an air compressing pump conder, a gas compressing pump connected with the gas inlet port of said cylinder, and a valve .nected with the air inletports ofthe cylincontrolled from a movable element of theengine and controlling the supply of gas to the cylinder, said pistons and valve controlling devices operating to admit air under pressure into the cylinder while the exhaust ports'are,

open, close both air inlet and exhaust ports simultaneously compress thev air in the cylin-l der and then admit acharge of gas into the compressed charge of air, for the purpose set forth.

WILHELM VON OECHELHAEUSER. t HUGO JUNKERS. f Vitnessesr RICHARD SCHMIDT,

ROBERT MICHALsKY. Y

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