Improvements in Reciprocating Engines, more particularly Explosion Engines.
Year: 1899

page_text: Date of Application, 30th June, 1899
Complete Specification Left, 24th Mar., 1900-Accepted, 28th Apr., 1900
[Communicated from abroad by LUCIAN MARIEN FOSTER, of 8, Exchange Place,
Boston, Massachusetts, United States of America, Manufacturer.]
Improvements in Reciprocating Engines, more particularly Explosion
Engines.
I, HENRY HARRIS LAKE, of the Firm of Haseltine, Lake & Co., Patent Agents,
45, Southampton Buildings, in the County of Middlesex, do hereby declare the
nature of this invention to be as follows:-
The present invention relates to a reciprocating engine, and is embodied in
a novel construction and arrangement whereby the maximum power of an expan-
sive force imparted to suitable driving members is transmitted to the shaft through
a crank at the time when the said crank is in such a position as to constitute a
relatively long lever, that is, after the crank pin has traveled beyond the dead
centre. While the invention is capable of being usefully embodied in any engine
or machine where reciprocating motion is converted into rotary motion by means
of a crank connection, it is particularly adapted for use with explosion engines in
which the impulse given by the explosion is momentary and rather in the nature
of a blow than of a steady push, as is the case with steam. In such engines it
is obvious that the impulse should be given after the crank pin has passed the
dead centre, and also that in order to get the full benefit of the explosive force,
the space between the driving members or parts which take the action and re-
action of the driving force should be as small as possible at the time when said
impulse is given.
In explosion engines as now constructed it is obvious that if the explosive
material is not ignited until after the crank has passed the dead centre and is in
a favorable position to receive the impulse, the piston has already traveled some
distance from the cylinder head, thus enlarging the explosion chamber or space
behind the piston so that the full benefit of the sudden expansion of gas is not
obtained; and a larger amount of explosive material is needed to obtain a given
amount of power than would be the case if the explosion chamber were smaller.
Conversely, if the explosive agent is ignited when the driving members are in
their closest approximation, that is to say when the crank pin is on the dead
centre, it is obvious that the initial impulse will not be converted into useful
work and will only tend to strain and rack the operating parts of the engine.
since the reciprocating movement of the driving member can only be converted
into rotary movement after the dead centre has been crossed. Furthermore, it
is obvious that some of the work done in compressing the charge is wasted since
the maximum compression is not maintained until the explosion takes place.
It is necessary, therefore, in explosion engines as now commonly constructed, to
so time the ignition of the explosive agent as to obtain a mean between the
advantage obtained by a small explosion chamber and maximum compression,
and that obtained by imparting the impulse to the crank when the same is in
073

page_text: a favorable position, it being obvious, therefore that the full benefit cannot be
attained in either case.
It is the object of the present invention to so arrange the parts that the full
benefit of a small explosion chamber and the full benefit of having the impulse
imparted to the crank when the latter is in a favorable position are both obtained,
while the charge is at substantially maximum compression when ignited. By
a "favorable" position, of course, is meant any position other than the dead
centre" position, so that the impulse will tend to set up a rotary motion; but
probably the most favorable position is that in which the crank and pitman are
approximately at a right angle to each other.
In the engine embodying this invention, the crank is arranged to travel past
the dead centre to a favorable position without producing the usual corresponding
enlargement of the explosion chamber at the time the charge is ignited, so that
when the explosion takes place the full benefit of the sudden gas expansion is
obtained, while the crank is in the most favorable position to receive the impulse,
it being practicable therefore, to get sufficient power from the explosion of a
relatively small amount of the explosive agent; the result being that there is
greater economy and much less heating of the parts; so that the water jacket
can be dispensed with, thus lessening the weight of the engine and adding greatly
to the convenience of installing and operating the same. This feature is especially
valuable in cases where the engine is to be used as a motor for vehicles and the like,
where difficulty has been previously encountered in keeping the cylinder cool.
In carrying out the invention, the engine, which has driving members con-
sisting respectively of a cylinder and a piston, the latter being connected in the
usual way by a crank and pitman with a driving shaft, is provided with means
for allowing the crank pin to travel beyond the dead centre without causing a
corresponding increase in the distance between the driving members at the time
the impulse is to be given; that is to say, without permitting said members to
become separated from each other the usual distance corresponding to the distance
traveled by the moving driving member or piston, as is the case with existing
engines.
To state the matter in another way, it is obvious that if the driven member of
an engine is connected with one of the driving members by a crank and pitman,
and so arranged that the distance between said driving members, after the crank
pin has passed the dead centre, is less than the distance traveled by the moving
member or piston during such travel of the crank, it is necessary to also arrange
the mechanism so that the driving members cannot be moved by said pitman when
approaching the dead centre into such actual engagement with each other, as
would result in the destruction of the machine.
While a gas engine or engine of the explosion type has been mainly referred
to in the foregoing, description, it is obvious that the invention might be
advantageously applied to any reciprocating engine operating through the force of
expansion. It is obvious where such a force is employed, that if it begins to act
when the crank is substantially at the dead centre, its initial action is at a great
disadvantage and for a time is practically wasted, and furthermore, when the
crank reaches its most favorable position the expansive force is considerably
weakened because of the expansion which has already taken place.
If, therefore, the usual expansive action can be prevented until the crank pin
has traveled to any desired point beyond, the dead centre position, as it is in
accordance with this invention, the full expansion can then be utilized to the best
advantage, thus increasing the economy of the engine.
It is obvious that in engines as now constructed the size of the expansion
chamber or space enclosed between the driving members is smallest at the time
when the crank pin is in the dead centre position, and increases while the said
crank pin travels beyond the said position, so that expansion must take place
during a period of the stroke when it cannot work to advantage, the expansive
effect therefore becoming weaker as the mechanical advantage becomes greater.

page_text: Referring again specifically to explosive engines, it may be noted in this con-
nection that the force of the impulse caused by the explosion depends largely upon
the amount the charge is compressed, so that in engines of that type
in which the charge is compressed by the movement of the piston into the
cylinder, it is obvious that the most advantageous time to ignite the charge, so far
as the actual power of the explosion is concerned, is the time when the piston -is
nearest to the cylinder head, or in other words, when the crank pin is at the dead
centre. It is, however, impracticable in engines as now commonly constructed,
to explode the charge at this time on account of the unfavorable position of the
crank, it being obvious, therefore, that considerable loss is encountered in. the
power of the explosion on account of the fact that it is necessary to defer the explo-
sion until the crank has traveled a certain distance beyond the dead centre.
While there are many ways in which the foregoing results may be accomplished
I prefer to provide the engine with means whereby the cylinder may be caused
to travel with the piston during a portion of the outstroke thereof, so that the
cylinder and piston retain substantially the same position with relation to each
other during that portion of the outstroke in which the crank is traveling from
the dead centre to such a position that the impulse may be favorably imparted.
It is obvious that after the piston has reached its innermost position and has
compressed the charge, the compression will be maintained while the cylinder and
piston travel together, so that the advantages of the maximum compression are
maintained when the time comes for igniting the charge.
appears to be the most practicable way to carry out the invention and to obtain
This, at present,
the benefits thereof, it being obvious, however, that the pitman or connecting
member between the piston and the crank might be arranged so as to be shortened
during the instroke of the piston and lengthened during the outstroke thereof
in such a manner as to obtain the necessary result, or that other means might be
provided for accomplishing the purpose. Furthermore, it may in some instances
be desirable to provide means for varying the distance between the piston and the
end of the cylinder to a certain extent for the purpose of regulating the engine
by varying the extent of compression, (maintaining, of course, the general relation
above outlined), it being understood, moreover that in the foregoing description
where the relation between the cylinder and the piston is referred to, the relation
s really between the cylinder head and the piston, since the cylinder head might
be movable with relation to the cylinder itself,, or other means might be contrived
or keeping the explosion chamber contracted during the necessary portion of
the stroke.
Dated this
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C.,
Agents for the Applicant.
этом.
Improvements in Reciprocating Engines, more particularly Explosion
Engines.
I, HENRY HARRIS LAKE, of the Firm of Haseltine, Lake & Co., Patent Agents,
45, Southampton Buildings, in the County of Middlesex, do hereby declare the
nature of this invention and in what manner the same is to be performed, to be
particularly described and ascertained in and by the following statement:-
The present invention relates to a reciprocating engine, and is embodied in

page_text: a novel construction and arrangement whereby the maximum power of an expan-
sive force imparted to suitable driving members is transmitted to the shaft through
a crank at the time when the said crank is in such a position as to constitute a
relatively long lever, that is, after the crank pin has traveled beyond the dead
centre. While the invention is capable of being usefully embodied in any engine
or machine where reciprocating motion is converted into rotary motion by means
of a crank connection, it is particularly adapted for use with explosion engines in
which the impulse given by the explosion is momentary and rather in the nature
of a blow than of a steady push, as is the case with steam. In such engines it
is obvious that the impulse should be given after the crank pin has passed the
dead centre, and also that in order to get the full benefit of the explosive force,
the space between the driving member or parts which take the action and re-
action of the driving force should be as small as possible at the time when said
impulse is given.
In explosion engines as now constructed it is obvious that if the explosive
material is not ignited until after the crank has passed the dead centre and is in
a favorable position to receive the impulse, the piston has already traveled some
distance from the cylinder head, thus enlarging the explosion chamber or space
behind the piston so that the full benefit of the sudden expansion of gas is not
obtained; and a larger amount of explosive material is needed to obtain a given
amount of power than would be the case if the explosion chamber were smaller.
Conversely, if the explosive agent is ignited when the driving members are in
their closest approximation, that is to say when the crank pin is on the dead
centre, it is obvious that the initial impulse will not be converted into useful
work and will only tend to strain and rack the operating parts of the engine,
since the reciprocating movement of the driving member can only be converted
into rotary movement after the dead centre has been crossed. Furthermore, it
is obvious that some of the work done in compressing the charge is wasted since
the maximum compression is not maintained until the explosion takes place.
It is necessary, therefore, in explosion engines as now commonly constructed, to
so time the ignition of the explosive agent as to obtain a mean between the
advantage obtained by a small explosion chamber and maximum compression,
and that obtained by imparting the impulse to the crank when the same is in
a favorable position, it being obvious, therefore that the full benefit cannot be
attained in either case.
It is the object of the present invention to so arrange the parts that the full
benefit of a small explosion chamber and the full benefit of having the impulse
imparted to the crank when the latter is in a favorable position are both obtained,
while the charge is at substantially maximum compression when ignited. By
a "favorable" position, of course, is meant any position other than the dead
centre" position, so that the impulse will tend to set up a rotary motion; but
probably the most favorable position is that in which the crank and pitman are
approximately at a right angle to each other.
"
In the engine embodying this invention, the crank is arranged to travel past
the dead centre to a favorable position without producing the usual corresponding
enlargement of the explosion chamber at the time the charge is ignited, so that
when the explosion takes place the full benefit of the sudden gas expansion is
obtained, while the crank is in the most favorable position to receive the impulse,
it being practicable therefore, to get sufficient power from the explosion of a
relatively small amount of the explosive agent; the result being that there is
greater economy and much less heating of the parts; so that the water jacket
can be dispensed with, thus lessening the weight of the engine and adding greatly
to the convenience of installing and operating the same. This feature is especially
valuable in cases where the engine is to be used as a motor for vehicles and the like
where difficulty has been previously encountered in keeping the cylinder cool.
In carrying out the invention, the engine, which has driving members con-
sisting respectively of a cylinder and a piston, the latter being connected in the

page_text: usual way by a crank and pitman with a driving shaft, is provided with means
for allowing the crank pin to travel beyond the dead centre without causing a
corresponding increase in the distance between the driving members at the time
the impulse is to be given; that is to say, without permitting said members to
become separated from each other by the usual distance corresponding to the dis-
tance traveled by the moving driving member or piston, as is the case with existing
engines.
To state the matter in another way, it is obvious that if the driven member of
an engine is connected with one of the driving members by a crank and pitman,
and so arranged that the distance between said driving members, after the crank
pin has passed the dead centre, is less than the distance traveled by the moving
member or piston during such travel of the crank, it is necessary to also arrange
the mechanism so that the driving members cannot be moved by said pitman when
approaching the dead centre into such actual engagement with each other, as
would result in the destruction of the machine.
While a gas engine or engine of the explosion type has been mainly referred
to in the foregoing description, it is obvious that the invention might be
advantageously applied to any reciprocating engine operating through the force of
expansion. It is obvious where such a force is employed, that if it begins to act
when the crank is substantially at the dead centre, its initial action is at a great
disadvantage and for a time is practically wasted, and furthermore, when the
crank reaches its most favorable position the expansive force is considerably
weakened because of the expansion which has already taken place.
If, therefore, the usual expansive action can be prevented until the crank pin
has traveled to any desired point beyond the dead centre position, as it is in
accordance with this invention, the full expansion can then be utilized to the best
advantage, thus increasing the economy of the engine.
It is obvious that in engines as now constructed the size of the expansion
chamber or space enclosed between the driving members is smallest at the time
when the crank pin is in the dead centre position, and increases while the said
crank pin travels beyond the said position, so that expansion must take place
during a period of the stroke when it cannot work to advantage, the expansive
effect therefore becoming weaker as the mechanical advantage becomes greater.
Referring again specifically to explosive engines, it may be noted in this con-
nection that the force of the impulse caused by the explosion depends largely upon
the amount the charge is compressed, so that in engines of that type
in which the charge is compressed by the movement of the piston into the
cylinder, it is obvious that the most advantageous time to ignite the charge, so far
as the actual power of the explosion is concerned, is the time when the piston is
nearest to the cylinder head, or in other words, when the crank pin is at the dead
centre. It is, however, impracticable in engines as now commonly constructed,
to explode the charge at this time on account of the unfavorable position of the
crank, it being obvious, therefore, that considerable loss is encountered in the
power of the explosion on account of the fact that it is necessary to defer the explo-
sion until the crank has traveled a certain distance beyond the dead centre.
Fig. 1 is a side elevation of an engine embodying the invention; Fig. 2 a
top plan view of the same; Fig. 3 a transverse section on the line of Fig. 1;
Fig. 4 a side elevation showing the parts in a different position from that shown
in Fig. 1; and Figs. 5 and 6 are partial longitudinal sections showing the relation
between the driving members and the crank in two different positions.
The invention is herein shown as embodied in an explosion engine of the ordinary
type, the inlet and exhaust ports, igniting device, etc. being omitted from the
drawings since they form no part of the invention.
The cylinder a, which constitutes one of the driving members, is provided with
a piston a² which constitutes the other driving member, the said piston being
shown as connected by means of a pitman a³ with a crank upon the shaft b
shown as mounted in bearings 63 in the supporting frame B of the machine. The

page_text: ->
.
shaft is shown as provided with fly wheels and a pulley in the usual
way.
As has been stated, it is the object of the present invention to prevent the usual
action of the expansive force until the crank pin or point of connection between
the crank and the movable driving member has traveled beyond the dead centre
point, this being accomplished by preventing the usual separation of the driving
members during this period and the consequent enlargement of the space between
them where the expansion takes place. While this object may be accomplished
in a variety of ways, it is herein illustrated as being accomplished by causing
the two driving members to travel together during a portion of the stroke, so that
there is substantially no movement of one relative to the other during such period
as is necessary.
As herein shown, the cylinder is capable of reciprocating movement between
the position shown in Figs. 1, 2, 5 and 6, and the position shown in Fig. 4. In
Fig. 4 the crank is shown as approaching the dead centre on the return stroke
of the piston, while the cylinder is in such a position that the piston can travel
inward to the desired position relative to the cylinder head without engaging said
cylinder head. In a gas engine the compression of the air which forms a part
of the explosive mixture takes place during this period of the stroke, and the
parts are preferably so arranged, as indicated, that the cylinder moves to its rear-
inost position just after the crank passes the dead centre at the end of the outstroke
and begins its movement toward the cylinder, the work done in compressing the
charge thus being done at the time when the crank is approaching the dead centre
at the end of the instroke, so that a considerable advantage in leverage is obtained
As soon as the crank crosses the latter dead centre position and begins its move-
ment away from the cylinder, however, the said cylinder is moved forward with
the piston until it reaches the position shown in Fig. 5, it being obvious, therefore,
that the charge is not permitted to expand during this interval, so that if the
charge is ignited while the parts are in the position shown in Fig. 5 the benefits
of maximum compression and a small expansion chamber are fully obtained,
while the crank is in a favorable position to receive the impulse. The power
acts, therefore, on the piston while the said piston is moving from the position
shown in Fig. 5 to that shown in Fig. 6, or practically during all of that travel of
the crank in which the impulse can operate to advantage; while there is no
loss due to such premature expansion as cannot be effectively converted into work.
As herein shown, the cylinder a is mounted on guides B² formed on the frame B
along which guides the cylinder is longitudinally movable. The movement of
the cylinder is produced by the rotation of the shaft itself, the said cylinder being
connected as by a link a with an actuator a controlled by an operating device c
connected by a pitman with a wrist pin be on the fly wheel . The said
operating device c is herein shown as a cam adapted to cooperate with cam
rolls and on the actuator which is pivoted at 48 upon a portion of the
frame B, so that as it is rocked upon its pivot it will, through the agency of the
link a, produce a reciprocating movement of the cylinder a along its guide
supports 12.
In the position shown in Figs. 1 and 5, the parts are in the position which they
take at the time of the explosion, the piston being substantially at its extreme
inward position with relation to the cylinder, so that there is a minimum space
between the said piston and the closed end of the cylinder, while the crank 63
is in a favorable position to receive the impulse. Assuming, therefore, that the
explosion takes place and the crank is impelled in the direction to drive the
shaft b, as shown in Fig. 6, the operating device c will be moved toward the right,
(Fig. 1) while the wrist pin 6 travels past the dead centre or position in which
the pitman is in line with the axis of the shaft and its point of connection with
the operating device c, as shown in dotted lines Fig. 1. Such rearward movement,
however, does not affect the cylinder, since the portion of the cam which is in
engagement with the cam roll a is so shaped as to merely support the said cam

page_text: roll without moving, the same, while the actuator is further prevented from move
ment by a stop 133. Under these conditions, therefore, the cam and cam rolls
and the stop B³ simply constitute a locking device to keep the actuator a³ in
such a position that its point of support as is in line with the points of connection
of the link at, so that the cylinder is firmly held and is capable of resisting the
reaction of the explosion. As the shaft continues its rotation, however, it is
obviously necessary to move the cylinder back so that the piston in its inward
movement will not engage the end of said cylinder. This is accomplished by the
action of the operating device c, it being obvious that as the wrist pin 66 travels
around it will move the said operating device toward the left, Fig. 1, so that the
front surface thereof will act on the cam roll a to rock the actuator a on its
pivot so that the motion of said actuator is imparted to the cylinder, thereby
moving the same to the rear, as shown in Fig. 4. The cylinder is then locked
in its rearward position by means of the stop 14 (Fig. 4) which cooperates with
the actuator in the manner described with reference to the stop B
The operating device or cam is preferably so shaped that the rearward move-
ment of the cylinder takes place shortly after the crank 62 has passed the dead
centre at the end of the outward stroke so that the cylinder is restored to its
rearward position prior to the latter end of the return stroke, the result of which
is that the air compression which takes place at this time is effected when the
crank is in such a position as to constitute a relatively short lever arm, so that
the energy required for compressing the air is applied to the best advantage.
Conversely, the forward movement of the cylinder takes place while the crank b
is traveling from the dead centre position at the beginning of the stroke to the
position shown in Fig. I, so that no substantial relative movement of the piston
and cylinder takes place after the charge is compressed.
For the sake of evenly distributing the work the parts which constitute the
means for moving the cylinder back and forth are arranged in pairs, there being
one set of said parts at each side of the cylinder.
The two actuating devices or cams may be mounted as shown on a common rock
shaft having suitable bearings in the frame, it being sufficient, however, to
employ a single pitman connected with one of said members to operate both.
While it is desirable that there should be the minimum space between the two
driving members at the time when the expansion is to begin (in a gas engine at
the time of igniting the charge), it is obvious that a certain amount of advantage
is obtainable by any approach to such condition beyond that which is possible with
engines as now commonly constructed.
It is not, therefore, intended to limit the invention to any particular specific
relation of the parts, since it is believed to be broadly new to provide an engine
with means for reducing the size of the expansion chamber when the crank is
in any given position beyond the dead centre.
While the construction and arrangement herein described constitute a complete
and practical embodiment of the invention, it is obvious that the means for
affording an explosion chamber of the proper capacity after the crank pin has
passed the dead centre, without interfering with the necessary movement of the
pitman while the crank pin is actually passing the dead centre, may be modified
in many ways, while in cases where the result is obtained by causing the cylinder
to travel with the piston, as described, the specific means for accomplishing this
result might be widely varied.
It is therefore not intended to limit the invention to the specific construction
herein shown and described, since modifications may obviously be made without
departing from the invention.
Having now particularly described and ascertained the nature of the said
invention and in what manner the same is to be performed, as communicated to
me by my foreign correspondent, I declare that what claim is:-
1. In an explosion engine, the combination with the driving members adapted

page_text: to receive and compress an explosive between them, one of said members being
connected with a crank, of means for maintaining substantially the maximum
compression of the charge until the crank has traveled any desired distance beyond
the dead centre.
2. In an engine, a shaft and crank, a driving member connected with said
crank, a cooperating driving member, and means for preventing a substantial
enlargement of the space enclosed by said driving members in response to the
travel of the point of connection between the crank and the driving member
connected therewith from the dead centre position to any given position beyond
said dead centre position.
3. In an engine, the combination with the driving members, or parts, adapted
to receive the action and reaction of an expansive force, of a shaft and crank
suitably connected to one of said driving members, and means to allow the crank
pin to travel beyond the dead centre without increasing the distance between
said driving members to an extent equal to the distance, traveled by the said
connected driving member.
4. In an engine having a cylinder and piston and a driving shaft having a
crank connection with said piston, means for substantially preventing a move-
ment of the piston with relation to the cylinder during a portion of the revolution
of the said shaft.
5. In an explosion engine, the combination with the shaft provided with a
crank. of a piston connected with said crank, a cylinder for said piston, and means
for substantially preventing a movement of the said piston with relation to said
cylinder during a portion of the rotation of the shaft.
6. In an explosion engine, the combination with the shaft provided with a
crank. of a piston connected with said crank by means of a pitman, a cylinder
for said piston, means for causing the said cylinder to travel with said piston
during a portion of the rotation of the shaft, and means for locking the said
cylinder stationary when the crank is in a predetermined position.
T1041
dor of V
1
1000
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C.,
Agents for the Applicant.