US1135021A - Gas-engine. - Google Patents

Description

E. HUBER. GAS ENGINE. APPLICATION FILE MAR. 5, |913- RENEWED AUG. I9. l9l4.

2 SHEETS-SHEET 1.

1,185,021, l Patented Apr.13,1915

E. HUBER.

GAS ENGINE. APPucAnoN mm um. 5, 1913. nfniwen Aue.

1,1 35,021, Patented Apr. 13, 1.915.

. a SHEETS-SHEET 2.

ERNST HUBER, or BROOKLYN, Nnw'onx, AssIcNoR or cnn-HALF To WILLIAM Marsman, or BaooKLYN, NEW vrome Application filed March', 1913, Serial No. 751,983. Renewed August T0 all whom t may concern Be it known that I, ERNST HUBER, a cit1- zen of the United States, residing in Brooklyn, in the county of Kings and State of New York, have inventedv certain new and useful Improvements in Gas-Engines, of which the following is a. specification.

The object of my invention is to increase the eiciency and economy of 'and to enable higher compression to be utilized in Otto, or four-cycle internal combustion engines run with gas or volatile fuel; and to render their cycles reliably uniform and uninterrupted. y 1

It is Well known that the economy of heat engines is almost directly proportioned to the initial pressure utilized; and that, in four-cycle engines, as usually made, high compression is impossible becauseiit wouldv temperatures in and preignition of the el'plosive mixture, and consequent interruptions in the cycle. I

My invention consists in improvementsln such engines and' in their mode of operation which enables me to build engines of such general type in which compression can vbe much higherthan has heretofore been possible, ignitiony is under control, the cylinder charge of explosive mixture cannot be fired accidentally or out of sequence and the engine runs reliably, with a perfect cycle.

In the drawings, Figure 1 is an axial s ection of an engine embodying my improve ments, and Figs. 2, 3, 4, 5, 6 and 7"are diagrammatic views showing successive stages in the engine-cycle.

My improved engine-cycle is based on a discovery made by Clement and Desormes duringthcir determination of the specific heat of'gases, to Witz-that when a highly compressedgas is permitted to flow, a suitably'regulafted passage, into a chamber containing a gas 'at lower pressure, the compression o thev lattercauses'sensible heat, which raises. its temperature and thereby cause excessivethe degree of its compression. 'i'

l`he engine illustrated (Fig. 1) comprises a cylinder l, with a water jacket 2, a piston 3, connected by a connecting rod 5`with a crank et on a main shaft 6,' suitably mounted in bearings 7 on a standard 8, and provided with a iy wheel 9 which revolves with the arrow A secondary shai't/ 11, is mounted on said standard parallel with and geared to the -main shaft by a one-to-two reducing Speclication of Letters Patent.

has fixed to it n sprocket wheel through Patented Apr. 13, 1915. 19, 1914. Serial No. 857,608.

train comprising gears 19 and 18 on said main and secondary shafts respectively,

Fixed to the secondary shaft 1l are a cam l2 and a sprocket Wheel 23. The cam-shaft 20, suitably mounted on the bed plate 21, 24 connected by a chain 2,5 with and driven by the.

sprocket 23 and secondary shaft 11; and 8 cams, 22 and 59 which control ply, and 70, which operates a control the l communication of cylinder with an air reservoir mary explosion chamber A, as scribed..

The supply of air and the exhaust are directly to and from the primary explosion chamber, through parts located in opposite limbs of its head 26 and controlledvby the air-inlet valve 27 and exhaust valve, 28, which are respectively seated by springs 29 and 80, and connected with the secondary shaft 11 and its cam 12 by a lever train comprising a rocking lever 18, pivoted at 14, and'provided with a pin 15 heldin engagement with the face of the cam 12 by a spring valve 55, to the engine B and pri- .16 strained between' said lever and a iXed medially piv- .inlet valve 27 while the latter operates the exhaust valve 28.

The above described organizations, while adapted to control the alimentation and eX- haust of a stationary engine, such as illustrated, and to causev it to run according to the fuel-supwill be dehead 26, hav-V i my improved cycle, are withal, non-essential,

and 1n engines of other types lmay be replaced by organizations of like functions but adapted to the particular uses for which 'such engines are designed.

"I will are essential, and comprise the construction of the cylinder, and the modes of supplying fuel and firing. I provide a primary. explosion chamber A, and an intermediate chamber or reservoi B, between it and the working cylindeI'C. `Fresh air is admitted to the primary explosion chamber vA through an inlet pipe 38 and passage 40 and the inlet port controlled by the inlet valve 27; which isv located now describcthose features whichl 100 near one side of said chamber; and the exhausttakes place near the opposite side through the exhaust port cont-rolled by the exhaust valve 28, a passage 4l and an exhaust pipe 39. rlhe primary explosion chamber A and reservoir B coinmunicate through a passage G6 formed in the separating partition 65protected by a Hame proof 67, to prevent *pre-ignition, and located nearly in line with the inlet port, about which a defiector 64 is arrangcd'to deflect incoming air toward said passage. The reservoir B communicates with the working cylinder C by a U-shaped passage 42 which is controlled by a valve connected with and operated by the cam on the cam shaft 20 by means of a reciprocating' rack rod 56 which formed with a rack engaged with a pinion fixed to the stem of said valve, and ivhose ofset head mounts a roller 58 which engages said cam TO. The drawing explosion chamber A as formed in a tubular extension of the' cylinder and separated from one another and the Working piston C by the dscoidaljpartitions 65 and 43. But

`this particular oonstruction is non-essential.

lt is only essential that there be a primary explosion chamber through which the supply of air and the exhaust are effected, and a reservoir interposed between said chamber `and the cylinder and through which they communicate. y

Fuel from a suitable source l(not illustrated) is supplied by a fuel pipe 44, protected4 by a liame proof 45 and controllable by a hand-valve 49, to aA fuel reservoir 46; and is thence led by a branch Q48 controllable by ahand valve 50 and protected by a llame proof 60 tothe primary explosion chamber A and to the Working cylinder C by a branch 47 controlled by a camoperated valve 51. Spark plugs P1 and P of known types, are provided in the primary explosion chamber and cylinder respectively for tiring charges therein. The supply vof fuel is controlled by the cams 22 and 59 on the cam shaft 20, as follows: rJ1`he fuel reservoir 46 is divided into a reservoir chamber a and inlet passage b by a diaphragm formed with a valve seat, and a puppet valve 54 spring-seated thereon, which prevents engine-pressures from driving fuel back into the pipe 44 and is lifted at proper times by the cam '59 With which its stem is operably connected. The branches 47 and 48 which respectively communicate with the cylinder and primary explosion chamber, open into the reservoir chamber, oneL below the other, inthe order named, at determined distances beneath' the normal surface of the fuel charge therein. The valve 51 in the branch 47 is connected with and operated by the cam 22'on the cam shaft 20 by means of an arm 52 Aon the valvestem and a suitably guided valve-rod 53 whose odset head mounts a roller 69 which l llocated by the cam l2;

shows the reservoir B and primary "rides said cam.` The hand-valves 49 and 50' are set as experience and the demand for power dictate.

The above described fuel-control organization may be replaced in engines for other uses by another having substantially the same functions. l

My improved engine cycle is as follows: being described as beginning at the end of the exhaust or scavenging stroke as shown in F ig. 2, and when the face of the piston is atl the line fm--m ot' Fig. l. At this instant the air inlet and exhaust valves 27 and 28 are both seated, the tappets 34 and 38 of the valve lever 32 having both been inactively the U-passage 42 is free, the valve 55 having been previously opened; the valve 5l is closed and the cyl- ,Y

inder C thereby cut ofi from the fuel raser Voir chamber a; but the latter communicates 'C with the fuel supply because the puppet 54 is unseated by the cam During substanf tially the first quarter ofthesuction of supply stroke the valves 55 and 54 remain open and the violent suction caused by the pistons advance, (from line m-m to line -w, Fig. l) causes the air-inlet valve 2T to be uriseated by atmosphere pressure, fresh air to be drawn into the engine and fuelto be drawn into and charge the fuel. reservoir chamber a and certain amount of fuel, depending upon the positions of the valves 49 and 50, to be drawn into the primary explosion chamber A; but none can be drawn into the cylinder C, because the valve 51 is closed. The deector 64 deflects the greater part of the enterin air to the passage4 G6, air-reservoir B an` cylinder C andr prevents such air from carrying with it sufficient fuel to form an ex losive mixture; but a sufficient quantity o fresh air vcirculates in A,the primary explosion chambertfii to form an' explosive'mixture therein. 0bviously the measure of the suction is the resistance of the spring 29 of the inlet-valve 2i' or it may be of both the springs 29 and 30; because by properly adjusting their strengths, the exhaust valve 28 may be utilized to admit fresh air during this part of the suction and automatically closev as soon as the valve lever fully opens 'the valve 27.

When the piston has advanced to the line mem, Fig. 1, the cam 59 permits the puppet `'54 to seat and cutoff the fuel supply; and

tion stroke (Fig. 3) the lobe of the cam 12 passes the pin l5 and the spring 16 rocks the lever 13, swings the valve lever 32 to medial position and withdraws its tappet 34 from and permits the air-inlet valve 27 to close; but the other valves areunaffected. During the greater part of the compression stroke all the valves remain closedv except valve 55, which remains open until the com` pression'lias raised the temperature of the air charge nearly to the ignition point and thereupon, say when the compression stroke is three-quarters or thereabout completed, the primary lobe 71 of the cam 70 functions with raises the valve 55 and U-passage 42 and isolates the cylinder C, andl during the remainder of the compression stroke the air therein is compressed to the desired degree; but that in the reservoir B and the explosive mixture in the primary ignition' chamber A are not further compressed and there is n0 danger of premature ignition, because there is no explosive in the cylinder and that in the said chamber is separated and not further compressed. At the completion ofthe compression stroke (F ig. 4) the primarylobe 71 passes and the recess 72 of the cam 70, coacts' with and releases the rack-rod 56, which retracts, opens 'the valve 55 and U- passage 42 and establishes temporary communication between the cylinder C and the reservoir and ,primary combustion chambers B and A. Ifthe compression in said chambers A and 'B be nearly suiiiclient to have caused the temperature, of ignition, (say GO- pounds) and the' 'compression (say 12() pounds) in the cylinder considerably higher, putting them in communication Will permit 'air to iiovv from the cylinder into and compress and raise the temperature of the air and explosive mixture in the reservoir and primary explosion chami ber and automatically fire the latter; but to make the cycle positive I provide the sparklplug P1 of known type thereon. At this instant, also, the cam 22-opens the fuel valve 51 and communication bet-'Ween the fuel reservoir chamber a and the cylinderC. The pressure due to the primary explosion expels the air from the reservoir Binto and considerably increases .the pressure and temperature in the cylinder and at the same time .reacts through the branch 48 upon the charge of fuel in the fuel-reservoir cham'v ber a and (the puppe-t 54 being closed) forces a determined quantity of fuel through the branch 47 into the cylinder; and in stantly thereafter, the second lobe 73 succeeds the recess 72 of the cam 70 in coac-A tion With and extrudes the rack-rod 56, closes the valve 55 and U-passage 42 and isolates the cylinder (Fig. 5) and the cam 22 closes the fuel valve 51.

The -fuel charged into the cylinder C rack-rod 56, closes the..

valves 55 and 51 being closed) the maximum pressure does only useful Work by advancing the piston 3, and because it is therein' confined is not Wasted by useless erqiansion-4 into the air reservoir and primary combustion chamber. As the piston Iadvances the pressure in the cylinder falls and substan Atially at the instant it has fallen to equality with the pressure of the `gases confined in the reservoir and primary explosion cham- `ber,fthe second lQbe 73 of the cam 70' passes `the rack-'rod 56t'and `permits it to retract,

open the' valve. 55 and connect and permit said confined gases to expand from'the pri- 'mary explosion chamber and reservoir into the cylinder and do useful Work upon the piston, as illustrated infFig. 6. Toward or at the completion of the power recess of the cam l2 yruns under strke, the the pin 15 and the spring 16 draws'the rocking and valve levers '13 and 32 to exhaust position, and-the tappet 33 of the latter opens the: ex-

haust valve 28, holds it open during the en- 7); the valve 55 and U-' tire exhaust (Fig. passage remaining open as aforesaid. At the close of the compression stroke the cam 12 closes the exhaust valve, the cam 59 opens the puppetivalve 54 and the engine begins another cycle. f

It Will be observed that the passage 42l discharges into the cylinder C adjacent to and parallel with its end Wall 43, there is considerable clearance and the spark-plug P is located some distancev from\said wall. Therefore the air expelled from the air reservoir Will enter the cylinder parallel with. said Wall and behind the cylinder charge, and extrude and compress it; and in this Way I prolong the cylinder With said air, enhance efliciency, reduce the initial Working pressure and fatten the diagram.

combustion in the It is evident that engines constructed as above described combine the economy of the Diesel with the siinplicityof the Otto or four-cycle system rendered positive and controllable; that the pressure of the-charge in' the cylinder can be very much higher than that in engines heretofore built, first, be-

cause said charge is not an explosive mixture until after the piston passes the dead center, and secondly, because its pressure is augmented by that communicated to it from the primary explosion chamber; that the power possible to develop in Otto-cycle engines as formerly built, with al cylinder and piston oft a denite' bore and stroke, is increased by the combustion (not explosion) of a quantity of fuel not possible to use in such engines, but practicable to burn in this, with the air driven into the cylinder from the air reservoir B by the primary explosion in the chamber A; that the air expelled from the air reservoir into the cylinder and the 'products ot the explosion (inthe primary explosion chamber A) which so expel it, While passing through the narrow and sinnous passage formed by said chambers and the Upas'sage 42, absorb from their extensive walls heat which is made useful by maintaining the temperature and pressure of such air and gases and ultimately increasing the pre-ignition .pressure in the cylinder, in accordance with the law above referred to; and that isolating the cylinder, after it be,- gins its power stroke (by closing the U- passage 4:2) connes therein the pressure due to the maximum charge and thereby prevents waste of the fuel supplied to the cylinder.; which waste occurs in known types of engines designed for this general purpose, but which lack means to isolate ythe cylinder from its auxiliary chambers, during its power stroke. x

if during any cycle, the charge in the primary explosion chamber A were exploded prematurely, the engine would not be harmed, the cycle would not be interrupted,

. and the only loss would be loss of efficiency,

lah

fuel and power. Disastrously premature explosionescannot occur in the cylinder C because no fuel is admitted to it until the substantial completion of the compression stroke, when the cam 22 opens the fuel valve 5l. .Premature explosion-in thc primary explosion chamber A. would merely cause undue pressure therein and in the air reservoir, because they would be isolated by the closed valves 55 and 5l; which at the completion of the compression stroke would be opened; and the cycle would continue uninterrupted.

YVhile the engine illustrated and my iinproved cycie as described are primarily intended for the use of volatile hydro-carbon fuels, it is evident that the cycle is perfectly adapted to the use of gas or conv parati'vely non-'volatile fuels and that the scope oi my` invention includes engines whose successive operations occur in cycle as above described, howbeit their details are modified to fit them to use particular fuels;

as 'for example .such as burn heavy oil and have jets or spray nozzles to spray the fuel into the primary explosion chamber and cylinder to quickly form explosive mixtures with the air therein.

Having thus described my invention, lf claim:

l. An improved mode of operating reciprocating internal combustion engines having ryreservoir, and primary explosion chamber;

burning said charge therein; andenhausting the engine.

2. in improved mode of operating recipn rocating, internal combustion engines ing a power "cylinder and auniiiary cl bers connected therewith. by the tollewi sequenceot actions; viz. charging liu-ei into a primaryexplosion chamber; admitting air V thereto and to the cylinder; compressing it;

exploding the charge in the primary coinbustion chamber while it is in coirrn nica.- tion with the cylinder; forcing an addi ion-ai charge of fuel into'the cylinder 1oy the p1 cssure due to said explosion; isolatingl the cylinder; burning said charge therein; and hausting the engine. Y j

3. An improved inode of operating rec( roeating, internal combustion engines ing a power cylinder, and an air reservoir and a primary explosion chamber communieating therewith b a valve-controlled passage, substantially by the following sequence of actions, v'iz'gfcharging fuel into the pri mary explosion chamber; admitting a charge of air through said chamber into the air reservoir and eyiinder; compressing said air charge; exploding the charge in the primary combustion chamber while it is still in communication with the air reservoir and cylinder; admitting additional fuel to the cylinder; isolating the cylinder from the air reservoir, and primary explosion chamber; burning said charge therein; and exhausting the engine.

4. An improved mode of operating reciprocating, internal combustion engines haw ing a power cylinder, and an air reservoir and a primary explosion chamber communieating therewith by a valve-controlled passage, substantially by the following sequence of actions, viz z-charging fuel into the priu mary explosion chamber; admitting a charge of' air through said chamber into the air reservoir andcylinder; compressing said air charge; exploding the charge in the primary coml'mstion chamber while it is still in couizuunication with the air reservoir and cyl- `1inder; forcing an additional charge of iuel into the cylinder by the pressure due to said explosion; isolating the cylinder; burniugsaid charge therein; and exhausting the engine.

An improved mode of operating reciprocating, internal combustion engines lieving a power cylinder, and an air reservoir and a primary explosion chamber communicatinpr therewith by a valve-controlled passage, substantially by the following sequence ot' actions, viz; charging fuel into the primary explosion chamber; admitting a charge ol air through said chamber into the air reservoir and cylinder; compressing said ar charge; exploding the charge in the primary combustion chamber while it is still in communication with t-he air reservoir and cylinder; and thereby forcing air from the reservoir into the cylinder adjacent and substantially parallel with its head; forcing an additional charge offuel into the cylinder, at some distance from' and substantially parallel with its head, by the pressure due to said explosion; isolating the cylinder when the pressure therein substantially equals that in the reservoir and primary explosion chamber; tiring the charge in the cylinder' in such manner that its combustion will be initiated with the original air charge thereof and sustained andprolonged with the air 'from the reservoir; and exhausting the engine.

6. An improved mode ot' operating reciprocating internal combustion engines having a power cylinder and, communicating therewith l'iyaa'alre controlled passage, an air reservoir and a primary explosion chamber, substantially by the following sequence ot actions, ri-charging fuel into .the primary explosion chamber, air reservoir and cylinder; compressing the air in said chambers to a pressure whose temperature is a determined amount less than the temperature of ignition and thereupon isolating the cylinder and completing compression therein;

opening communication between the cylinder, air reservoir and primary explosion chamber, firing the charge 1n the latter, and thereby forcing air from the air reservolr ,into the cylinder; substantially simultane- .rocating internal con'ihustion engines having a power cylinder and, communicating therewith by a valve controlled passage, an air reservoir and a primary explosion chamber, substantially by the following sequence of actions, vizz-charging fuel into the primary explosion chamber; admitting a charge of air into the primary explosion chamber, air reservoir and cylinder; compressing the air in said chambers to a pressure Whose temperature is a determined amount less than t'he temperature of ignition and thereupon isolating the cylinder and completing compression therein; opening communication between the cylinder, air reservoir and primary explosion chamber; firing the charge in the latter, and thereby forcing air from the air reservoir into the cylinder; substantially simultaneously forcing a charge of fuel into the cylinder; isolatingr the cylinder; allowing the charge therein to expand substantially to equality in pressure with that of the gases confined in the air reservoir and primary explosion chamber and thereupon opening communication among them; and permitting full expansion oi the entire products of combustion.

.ERNST HUBER. Witnesses EMiL MEIER' ARTHUR J. oRToN.

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