US433813A - Fabrik-deutz - Google Patents

Description

(No Model.)

N. A; OTTO. GAS 0R OIL MOTOR ENGINE.

No. 433,813. P tented Aug.5,1890l.

UNITED STATES PATENT Orrlcnj NIOOLAUS AUGUST OTTO, OF COLOGNE, ASSIGNOR TO THE GAS-MOTOREN- FABRIK-DEUTZ, OF KOLN-DEUTZ, GERMANY.

GAS OR OIL MOTOR ENGINE.

SPECIFICATION forming part of Letters Patent No. 433,813, dated August 5, 1890.

PI-lication filed May 22, 1890. Serial No. 352,749. (No model.) Patented in Belgium May 2, 1890, No. 90,400, and in Italy May 28, 1890, LII, .90.

To all whom it may concern:

Be it known that I, NICOLAUS AUGUST OTTO, a citizen of Prussia, residing at Cologne, in the German Empire, have invented new and use- 5 ful Improvements in Gas or Oil Motor Engines, (for which I have obtained patent in Belgium, dated May 2, 1890, No. 90,400, and in Italy dated May 28, 1890, Vol. LII, 490,) of which the following is a specification.

This invention consists in a method of obtaining in four'stroke-cycle gas or oil motor engines a higher degree of uniformity of action by causing the igniting device of the engine-cylinder to be put out of action dur- I 5 ing one or more working-strokes, so that the explosive charge drawn in cannot be ignited,,

but is successively compressed and allowed to expand again in the cylinder until the regulating mechanism puts the igniting appa- 2o ratus into action again, so that at the end of the next following compressing-stroke the explosive charge will be ignited.

I will describe, by way of example, a construction of engine for carrying out the above described method of operating, referring to the accompanying drawings, in which Figure 1 shows a side view of a gas-motor engine with the igniting apparatus in section. Fig. 2 shows an indicator diagram, and Fig. 3, a diagram of the engines action, the arrows 1 2 3 at indicating, respectively, the suction or charging stroke, the compressingstroke, the working-stroke, and the expellingstroke. The engine-shaft carries a crank or eccentric a, the connecting-rod b of which actuates a bell-crank lever 1', whose vertical arm imparts motion by means of a link It to the slide of an inertia governor a", while the horizontal arm has pivoted to it a catch-rod c. The end of the governor-arm engages, at the normal speed of the engine, with a notch on the stem of a piston Z, having a circular groove on and being capable of working backward and forward in the cylindrical casing of the igniting apparatus. The piston is acted on by a spring at its inner end, tending to keep it in the forward position, in which the groove in does not communicate with the opening leading to theheated igniting-tube, nor with a second opening leading to the cylinder, this being the position shown on the drawings. hen, however, the piston Z is pushed backward by the forward motion of the governor 1', the groove m is made to establish the communication between the cylinder and the igniting-tube .2, whereby the ignition of the explosive charge is effected.

The catch-rod c on the lever i is held out of gear with the notched end of the dischargevalve stem d by a spring 6, and it 1s connected by a link a with the rod of a piston h, (or 1t might be a flexible diaphragm,) the cylindrical casing of which communicates, by a connecting-passage 0; with the interior of the cylinder as soon as the engine-p1ston 1n the course of its outstroke passes beyond the point 0. This position is indicated by theline w an on the indicator diagram at F1g. 2. \Vhen during such outstroke the pressure 111 the cylinder A is above that of the atmosphere, the piston h will be forced forward by such pressure at the time above mentioned, and will bring the catch-rode in llne with the discharge-valve stem d, so that when, by the motion of the crank ot, the lever t' is made to raise the catch-rod cit will force open the discharge-Valve f against the action of 1ts spring, so as to allow the products of combustion to escape. I

Referring to the work diagram, Fig. 3, the action of the machine is asfollows: On the suction or charging stroke ofthe engine-piston an explosive charge will enter the cylinder through the mixing-valvep ofknown con- 3 struction. The piston when arrived at the point x at will open the communicatlon wlth the casin g of piston h; but the partial vacuum then existing in the cylinderAwill not affect the position of piston h, and the catch-rod c Will remain out of line with the valve-stem d, so that at the return-stroke, when the catch-rod will be raised, it will fail to open the dischargevalve and the explosive charge will consequently be compressed. Toward the end of such compressing-stroke the rod of the in rtia governor 1' will have pushed back the piston Z so far against the action of its spring that when arrived at the dead-center the groove m will establish the communication between the c'ylinderA and the igniting-tube .2, so as to effect the ignition of the compressed charge. The engine-piston being thereupon made to perform its working-outstroke, it will again establish the communication with the piston h through passage 0 when it passes the point 00 cc, Fig. 2, so that the pressure then existing in the cylinder A being communicated to piston h this will push catch-rode in line with the valve-stem d, and consequently when 0 rises at the commencement of the return expelling-stroke it will force valve f open and keep it open during the stroke, so as to allow the combustion-gases to escape. At the end of the expelling-stroke the catch-rod c in descending is freed from the notch of (Z and can then be drawn back into the position shown by the spring 6, at the same time moving the piston it into its backward position again. The above-described action will be repeated at each cycle of four strokes.

It will be seen from the above that the catchrod 0 will only be brought in gear with the discharge-valve stem (1 when the ignition of a charge has been effected, and this will take place as Well with a perfect ignition as with an imperfect ignition of the charge (see diagram q, Fig. 2) if the communication 0 is effected atthe point as shown. If, now, owing to the engine running too fast, the rod of the inertia governor '1" fails to push back the piston Z, so that no communication is established between the cylinder A and the igniting-tube z, and consequently the compressed charge is not ignited, then on the following outstroke the charge will expand again, and as, by the time the piston has arrived at the point m, where it establishes the communication through 0 with the piston h, the pressure is not sufficient to cause this to overcome the pull of the spring 6 the catch-rod 0 will remain drawn back and the discharge-valve will remain closed during the following instroke, and the en gin e-piston Willconsequen tly continue to alternately compress and expand the explosive charge in the cylinder until the speed has become sufficiently reduced to cause the inertia governor to act on the piston lagain, so as to ignite such charge at the end of a compression-instrokc, and thus at once eifect a working-outstroke again.

In the arrangement shown on the drawings, the regulation is effected by an inertia governor and the ignition by a heated ignitingtube; but it will be readily understood that any other suitable modes of regulation and of ignition may be employed in carrying out the above-described invention.

The starting of the engineis effected by the aid of the cock I-I, through which, on starting, a portion of the charge drawn in is discharged again into the escape-flue, until, 011 attaining the correct proportions of gas and air, the charges become ignited, whereupon the cock II is closed again.

I do not herein claim the apparatus shown and described, as such is claimed in my application filed May 22, 1890, Serial No. 352,750.

Having thus described the nature of my invention and the best means I know for carrying the same into practical effect,I claim- In four-stroke-cycle gas or oil motor engines, the method of regulating whereby explosive mixture continues to be drawn into the cylinder when the engine is running too fast, but is prevented from being ignited, so that the charge is retained in an unexploded c011- dition in the cylinder and is alternately compressed and expanded by the successive strokes of the piston until the speed is sufficiently reduced to cause the charge to be fired by an igniting apparatus controlled by a governor.

In testimony whereof I have signed my name to this specification, in the presence of two subscribing witnesses, this 2d day of May,

NICOLAUS' AUGUST OTTO.

Witnesses:

PET. LANGEN, WILH. SPIECKER.

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