Vapour and Air.
Year: 1888

page_text: Vapour and Air.
I, EDUARD QUACK, of Cologne, in the Empire of Germany, Engineer, 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 :-
My invention relates to that class of gas motor engines in which the piston works.
with a cycle of four strokes, namely: drawing in the combustible charge, compressing
the same, firing and working stroke and expelling the products of combustion.
According to my present invention I so construct such engines that the working
piston is made, at the end of the expelling stroke and before commencing the suction
stroke to approach so nearly to the end of the cylinder, that the formation of a dead
space is avoided, while at the end of the compressing stroke the piston remains
sufficiently far away from the end of the cylinder to form the necessary chamber
containing the compressed charge, so that on performing the working stroke the
highest or most forward position of the piston is above or in advance of that which it
occupies at the end of the suction stroke.
I will now proceed to more particularly describe the arrangements which I employ
for carrying my invention into practice, for which purpose I will refer to the
accompanying drawings in which Figs. 1 to 24 show diagrams of various arrange-
ments for carrying out this mode of operating.
Figs. 25, 26 and 27 show respectively a longitudinal section, a sectional plan, and
a side view of a construction of the engine adapted to work with ordinary combustible
gas, Fig. 33 shows a vertical cross section through the engine cylinder and valve
apparatus, Figs. 37 and 38 show to a larger scale vertical sections at right angles to
each other of the inlet and igniting valves and their casing, Fig. 39 shows a sectional
plan of the same, Figs. 28, 29, 30, 31 and 32 show respectively a longitudinal
section, sectional plan, side view, vertical cross section, and end view of the same
construction of engine as at Figs. 25, 26, 27 and 33, adapted for use with vaporized
liquid combustible matter instead of gas, Fig. 34 shows a section of the vaporizing
apparatus, Fig. 36 shows the same to a larger scale, and Fig. 35 shows a modified
form of heater for the vaporizing apparatus.

page_text: In these various arrangements, the shifting of the piston's stroke as before described
is effected by not connecting the piston directly by a connecting rod to the crank
shaft, but by interposing between them an intermediate mechanism which consists of
an auxiliary crank that is connected to the crank shaft by toothed or other gearing
having such proportions that the said crank rotates at half the speed of the crank
shaft, the connection of the several parts being such that the positions of the piston
during the first double stroke of the cycle are made to differ from those during the
second double stroke by means of the varying positions which the said auxiliary
crank occupies during such strokes relatively to the crank of the crank shaft.
Thus taking the arrangement No. III shown at Figs. 9 to 12 and of which a
practical construction is shown at Figs. 25, 26 and 27 of the drawings, the crank F
is connected by toothed gear having the proportion of 2: 1, to the crank shaft E of
the engine. The crank is connected to a rod H the upper end of which constitutes
the fulcrum of a beam I to one end of which is connected the piston D while its
other end is connected by the rod G to the crank shaft E. Thus it will be seen that
during the two revolutions of the crank shaft that form the cycle of the engine, the
fulcrum of the beam I will be shifted vertically through a distance equal to the double
throw of the crank F, thereby causing the second double stroke of the piston to be
shifted to a corresponding extent relatively to the first. Figs. 9, 10, 11 and 12 show
respectively each of the four relative positions which the two cranks occupy at the
end of each of the four strokes of the cycle.
It will be readily understood that the mode of arranging the secondary crank in
combination with the crank shaft may be greatly varied for carrying out this mode of
working. Thus in the arrangement No. I Figs. 1 to 4 the crank shaft is situated
between the cylinder and the auxiliary crank, which in this case is consequently
connected to the end of the beam serving as the fulcrum ; at No. Il Figs. 5 to 8 the
cylinder is in the middle between the crank shaft and the auxiliary crank; at No. III
the auxiliary crank is between the cylinder and crank shaft, as first described; at
No. IV the auxiliary crank is connected directly to the centre of the beam; at
No. V the beam is dispensed with and the auxiliary crank is connected directly to
the piston rod and is carried by the crank of the crank shaft the two being geared
together by external toothed wheels; at No. VI the parts are arranged in the same
way as at No. V and the two cranks are geared together by internal toothed wheels
instead of by external gearing.
It will be readily understood that in the above described arrangements the main
crank shaft and auxiliary crank may change places, that is to say, the former may
be the one that revolves at the slower speed. Also, in place of gearing the cranks
together by toothed wheels, any other system of transmission may be used. When
employing a beam, the three points of connection may be made to assume any angle
with each other instead of being in a straight line.
The various arrangements may also be modified to suit horizontal single engines
and horizontal or vertical twin engines.
The action of the gas motor engine constructed according to this invention is as
follows: Referring to Figs. 25, 26, 27, and Figs. 37, 38 and 39, the combustible
gas enters the valve casing L through the pipe o Fig. 38 into an annular channel
from which it issues through a number of small openings in the seat of the inlet
valve a; at the same time the air passes from the chamber p in the base B of the
-cylinder (into which it enters through a row of small holes) through pipe g and also
passes under the inlet valve a.
On opening the valves a and b at the same time that the piston D is made to
perform its suction stroke, air and gas enter the cylinder under the piston, becoming
mixed as they 'enter. On the return stroke the valves a and b being closed the
piston compresses this charge, and at the same time forces a small quantity thereof
through a very small hole in the inlet valve b into the space between the valves and
thence through the igniting passage to the igniting flame in the chamber L'. At the
moment when the piston has arrived at its lowest position, the ignition valve C which
is actuated by a cam is closed against the passage and the flame of the ignited

page_text: mixture is thus made to strike back into the chamber L whence it is transmitted
through the hole in valve b to the cylinder charge.
The working stroke of the piston now takes place during which it rises to its
extreme position. On the commencement of the following expelling stroke, the
explosion valve d in the chamber K Fig. 25, which till then was held closed is
opened, in order to let the gases escape into the base B, from which they pass into
the atmosphere through the exhaust piper Fig. 26. The cycle is then repeated.
The inlet valves a b and the exhaust valve d are not actuated by cams, but directly
by the auxiliary crank F by means of two pins g and n on an arm formed on the eye
of the rod H Figs. 28 and 30 which pins act on levers that operate the valve stems as
shewn. The valve 6 is not connected rigidly to the valve a but has a hollow stem
fitting over a projection on valve a, so that on valve a being lifted it also raises
valve b, but b can rise and fall independently of a.
For regulating the speed, a governor m is provided which acts in the known
manner upon the gas admission valve. The ignition valve c Fig. 38 is actuated by a
cam k on the axis of the auxiliary crank, and by the lever h pivotted to the engine
frame.
By the addition of some special apparatus this gas motor engine is rendered
equally applicable for working with liquid combustibles which are vaporised either
in the hot or the cold state. Among others, the light and heavy petroleum oils may
be used, and at Figs. 28, 29, 30, 31, and 32, is shown a construction of motor which
is more particularly adapted for the use of light petroleum oils.
This motor engine is generally of the same construction as previously described;
it has only added to it :
1. A measuring apparatus N Fig. 30 which measures the quantity of liquid to be
taken in for each cylinder charge.
2. The transport channel S Figs. 34 and 36 for conveying the measured quantity
of liquid to the vaporising apparatus, the said channel having an inwardly raised
discharge opening, so that it always remains charged to a certain extent, as shewn
more clearly at Fig. 36.
3. The vaporising apparatus Figs. 28 and 31 consisting of a casing t in the base B,
in which casing is a plate u on to which the liquid drips from the channel S and
where it mixes with the air entering from the air chamber p through the central
opening of the casing whence it flows in a thin film over the upper surface of the
plate u and round the edge thereof to the underside and thence to the inlet valve
through pipe q.
The vaporisation and mixing being facilitated by suitably restricting the area in
the casing at the circumference of the plate u, which, as also the casing is heated
by the exhaust gases from the engine. From this apparatus the gaseous mixture
passes through the channel 9 under the inlet valve, the further operation being the
same as previously described.
under
4. Heating apparatus for heating the cold vaporising apparatus on starting the
engine by means of petroleum, consisting in a burner v placed in the base
the vaporising apparatus. This burner can be constructed in various ways.
At Figs. 28, 31 and 34 it is shown consisting of a vessel with perforated or grid
shaped bottom filled with porous refractory material on to which the petroleum drips
from a perforated coiled pipe, and where it enters into combustion with the air
passing up through the grid bottom.
In the modification shewn at Fig. 35 the petroleum supply pipe w is of annular
form and is surrounded by a woven covering of asbestos, or other refractory
inaterial, the ring being enclosed in a casing having an annular slit y. Air enters
the casing through the opening, and in coming in contact with the petroleum with
which the porous covering of w is saturated vaporises the same, the resulting gaseous
mixture being burnt on issuing from y.
5. The hand operated valve with double cone for two seatings, Fig. 28, so arranged
as to allow the exhaust gases of the engine to pass directly into the atmosphere
through pipe z Fig. 29 so long as the burner is in action.

page_text: f
On reversing the position of this valve after starting, the exhaust gases are after-
wards made to pass into the base B for heating the vaporising apparatus, and then
to escape through piper Figs. 29 and 34 as with the gas motor engine.
Having now particularly described and ascertained the nature of my said invention
and in what manner the same is to be performed, I declare that what I claim is :—
1. In gas motor engines working with a four stroke cycle, the combination of two
cranks on separate axes, coupled together by gearing whereby the one is made to
revolve twice as fast as the other, and both having a connection to the piston
substantially as and for the purpose herein set forth.
2. In gas motor engines working with a four-stroke cycle the combination of two
cranks on separate axes coupled together by gearing whereby the one is made to
revolve twice as fast as the other, the one crank being made to shift the fulcrum of a
beam or equivalent device through which the engine piston imparts motion to the
other crank, substantially as and for the purpose herein set forth.
3. In gas motor engines working with a four-stroke cycle, the combination of two
cranks on separate axes coupled together by gearing whereby the one is made to
revolve twice as fast as the other, the one crank being made to shift the fulcrum of a
beam or equivalent device through which the engine piston imparts motion to the
other crank, and the valve for admitting the combustible charge to the cylinder being
actuated by the slower revolving crank, substantially as herein described.
4. In a gas motor engine the combination of two admission valves for the com-
bustible charge, having a space between them for containing a firing charge of the
combustible mixture, the valve nearest the cylinder being raised by the other valve,
but being also free to rise and fall independently thereof, and having a small bole for
the passage of a portion of the compressed cylinder charge into the space between the
two valves, substantially as herein set forth.
5. In a gas motor engine, an apparatus for producing combustible vapour from a
combustible liquid and for mixing the same intimately with air, consisting of a plate
on to which the liquid is made to drip, such plate being enclosed in a casing having a
central opening through which air enters so as to pass in a thin film over the plate
thus vaporising the liquid and in passing with the same through a very restricted
passage round the edge of the plate becoming intimately mixed therewith, substan-
tially as herein set forth.
6. In combination with apparatus for vaporising combustible liquid, for use in gas
motor engines, a supply pipe or conduit for the combustible liquid having an escape
opening through which the liquid drips, which is raised above the bottom of the
pipe or conduit, so that a layer of the liquid is always retained in the same,
substantially as herein set forth.
7. In combination with apparatus for vaporising combustible liquid for use in gas
motor engines, a heating apparatus for vaporising the liquid on starting the engine
consisting of a perforated conduit or pipe from which combustible liquid continuously
issues on to a woven covering of refractory fibre or wire, with which a current of
air is brought in contact so as to enter into combustion therewith, substantially as
herein set forth.
8. In a gas motor engine, the combination with a vaporising apparatus for
producing a mixture of combustible vapour and air for working the engine, of an
escape pipe for the products of combustion from the cylinder having a double seated
valve moved by hand, the products of combustion being made to escape into the
atmosphere when the valve is in the one position and to pass in contact with the
vaporising apparatus so as to heat it when the valve is in the other position,
substantially as herein set forth.
9. In a gas motor engine working with a cycle of four strokes, whose piston in
connected to two cranks of which one revolves at half the speed of the other, and in

page_text: which the combustible charge is admitted to the cylinder through two inlet valves
having a space between them, the combination of an apparatus for vaporising com-
bustible liquid consisting of a plate on which the liquid is made to drip and which
is enclosed in a casing through which air is made to pass so as to volatilize the
liquid and mix with the vapours thereof a conduit for supplying the liquid to the
vaporising apparatus having a discharge opening raised above the bottom of
the conduit, so that the latter always contains a layer of the liquid, an apparatus for
heating the vaporiser consisting of a perforated conduit from which combustible
liquid issues on to a woven covering refractory fibre or wire, and an escape pipe
for the products of combustion from the cylinder, containing a double seated valve
moved by hand, so as in one position to cause the products to escape into the
atmosphere and in the other position to cause them to pass in contact with the
vaporising apparatus, substantially as herein described.
Dated this 18th day of February 1888
ABEL & IMRAY,
Agents for the Applicant.