Improvements in Explosion Engines.
Year: 1899

page_text: Date of Application, 31st July, 1899-Accepted, 11th Nov., 1899
COMPLETE SPECIFICATION.
Improvements in Explosion Engines.
I, MANUEL SANCHEZ CARMONA, Engineer, of 442, Donato Guerra, in the City
of Mexico, do hereby declare the nature of my 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 explosion engines and has for its object to improve
first, the electrical igniter mechanism of such engines, second, the valve motion,
and third, the cooling jacket of the cylinder.
So far as the igniter is concerned, the object of my invention is to provide
improved and effective means for causing the igniter to become temporarily
inoperative or to miss " in case the speed of the engine increases beyond a
predetermined limit.
As to the valve mechanism, my aim has been to provide a positive and compact
valve-operating device.
The improved cylinder jacket is designed to be available for cooling by simple
circulation of air or of a liquid, such as water.
The construction employed for obtaining the above-indicated results will be
fully described hereinafter, and its novel features pointed out in the claims.
Reference is to be had to the accompanying drawings forming a part of this
specification, in which similar characters of reference indicate corresponding parts
in all the figures.
Figure 1 is a sectional elevation of a gas engine provided with my improved
igniter and valve mechanisms;
Figure 2 is an end elevation of the fly wheel and governor;
Figure 3 is a detail sectional elevation, taken on line 3-3 of Figure 2;
Figure 4 is a partial plan;
Figures 5 to 8 are diagrammatic plans showing the electric contact devices in
different positions;
Figure 9 is an elevation in the direction of the arrow shown in Figure 5;
Figure 10 illustrates a different form of construction;
Figures 11 to 14 show the valve in different positions;
Figure 15 is a longitudinal section of the valve;
Figure 16 shows my improved valve as applied to a two-cylinder engine
Figures 17 to 20 illustrate various positions of the valve of the multiple cylinder
engine;
Figure 21 is a perspective view of the valve, with parts in longitudinal section;
and,
Figure 22 shows a cylinder and cylinder jacket.
The particular igniter mechanism shown in the drawings, comprises the follow-
ing parts the governor A, the generator or controller B and the switch C.
As shown in Figures 1, 2 and 3, the governor A consists of weighted arms A¹,
fulcrumed at A2 upon the fly wheel D of the engine, and normally drawn inward
027

page_text: by a spring A³ Said arms are connected by a rod A', which at A³ engages a
bell crank lever A, extending through the fly wheel D and governing the opera-
tion of the generator or controller B.
The generator B, shown in Figure 1, is a static generator comprising a
stationary collector B', and a stationary cushion B2, against which is adapted
to rub a half-circular rib or rubber 13, upon the disk B, mounted to rotate with
the Hy wheel 1 when engaged by a pin A', secured to the bell crank lever A
and projecting through an aperture As of the fly wheel into an aperture A³ of
the disk B⭑. This pin A in case of an excessive speed, is withdrawn from the
aperture A so as to leave the rubber 3 stationary.
The switch C comprises a rotary insulated disk C, with contact plates C
adapted to be engaged by stationary brushes C, C, which are connected in the
usual manner with two points F', located adjacent to each other in the working
chamber E of the cylinder, to produce a spark at the proper time. Above and
below the disk are conducting collars and engaged by brushes C7, 0º,
connected respectively with the collector B' and the cushion B², so
receive charges of opposite polarity. The upper contact plates are per
manently connected with the upper collar C, and the lower ones with the lower
collar C. C is a short-circuiting brush arranged at 90° from the brushes C³,
C, C7, C8 and adapted to engage the upper and lower contact plates C.
as to
An intermittent rotary movement is imparted to the switch C by means of
a rib D¹ on the periphery of the fly wheel 1), this rib in its main portion, being
exactly perpendicular to the axis of rotation, but being interrupted at two
diametrically opposite points, at which the rib deviates laterally in a point, as
shown at 12. The shaft G of the switch carries a disk G with eight pins G2
adapted to be engaged by the rib D', it being obvious that this arrangement will
give an eighth of a revolution to the switch C for each half revolution of the
Hy wheel D.
The operation of the device is as follows, with a four-period cycle; 1st period,
downward or suction stroke of working piston; at the commencement of the
stroke the switch is in the position illustrated by Figures 1, 5 and 9, and the
rubber or rib B³ is in engagement with the cushion B2. The brush short-
circuits the contact plates C, so that no sparks can be formed. 2nd period,
upstroke of the working piston and compression of the explosive mixture. The
switch has performed one-eighth of a revolution, Figure 6, and the rib B has 3
moved out of engagement with the cushion B132. 3rd period, second down stroke
of the working piston, the explosion taking place at the commencement of the
stroke. The switch is in the position shown in Figure 7, with the contact
plates C2 engaged by the brushes C3, C4, and the rib B³ engages the cushion B³.
A continuous series of sparks will now pass between the points F, insuring a 4
perfect explosion. 4th period, second up stroke of the working piston and
exhaust, Figure 8. No sparks will now be produced.
It will be obvious that by varying the intermittent movement of the switch,
it may be timed properly for a two-cycle motor, also that the switch may be used
to produce sparks in two or more cylinders. The rib 133 instead of being half- 4
circular might form a continuous ring. Whenever the speed of the engine exceeds
a predetermined limit, the governor will act to draw the pin A7 out of the aper-
ture A, thus stopping the rotation of the rubber B3 and consequently, the genera-
tion of electricity and the production of sparks, so that no explosion will occur
until the speed has dropped to its normal rate.
Instead of a static generator as described, I might employ a magneto electric
machine or a dynamo, the armature taking the place of the disk B and rib B³,
while the field magnets would be substituted for the cushion 132. The stoppage
of the armature would interrupt the generation of the current and thus prevent
the formation of sparks.
Or, as shown in Figure 10, a primary or storage battery H may be used to
supply the necessary current to operate an induction coil I. In this figure, I
50
55

page_text: have also shown a modified form of the governor, which in this case consists of
the weighted arms A, fulcrumed at A and under the action of a spring A
One of the levers is forked, as at A13, and the other lever has a pin A passing
through said fork and engaging a groove B in a sleeve B capable of sliding
longitudinally of the fly wheel shaft. This sleeve has another groove B engaged
by a pin B upon an arm B³, fulcrumed at 10 and carrying projections B
adapted to engage insulated projections B2, B3, on a spring plate B".
projection B is connected with the battery H and the projection B13 with the
The
brush C of the switch C. The other pole of the battery is connected with the
brush C. The terminals of the primary coil are connected with the brushes C³, C4,
and those of the secondary coil with the points F. It will be obvious that in
this case also, a continuous series of sparks will be produced during the explosion
period, so as to insure a quick and perfect explosion. The current from the
battery H will evidently pass through the induction coil I only as long as the
projections B engage the projections B12, B¹³. An undue increase of speed will
cause the sleeve or controller B to be shifted so as to bring the projections B
out of contact with the projections B2, B3, thus stopping the explosions until
the normal speed is restored.
The improved valve mechanism is very simple, since I employ but a single
positively operated valve for opening and closing the suction, cylinder and exhaust
ports. This valve may be operated from any rotary part of the engine, but for
the sake of simplicity, I have shown it mounted upon the same shaft G which
carries the switch C. The details of the valve and its different positions are
shown best in Figures 11 to 14 which are cross-sections of the valve, and Figure 15
which is a longitudinal section of it.
The engine has the cylinder M, with a piston and a working chamber E, the
igniter and a single cylinder port E¹, which by a pipe K is connected with
the port J of the valve casing J. A cock is preferably located in the pipe A,
to permit of connecting the cylinder M directly with the atmosphere by means
of the port K2, to enable the engine to be readily started by turning the wheel W.
The valve casing J has further an air suction or inlet port J2, a gas, oil or vapor
inlet port J3, an exhaust port J, and a longitudinal channel J connecting the
port with a point opposite the air and fuel inlets. In the casing is adapted
to turn the valve G³, having an upper through passage G+ adapted to register
with the cylinder connection port J and with the exhaust port J4, and a lower
through passage G³ arranged at an angle of 45° to the upper passage and adapted
to register with the air inlet J and with the gas, oil or vapor inlet J" which
are arranged at 45° to each other. In the passage G³ is arranged a throttle
valve preferably made ás a spring which may be caused to project into the
passage more or less by turning a nut which screws on a rod 02 connected
with the valve.
The operation is as follows:
1) Suction stroke, the ports being in the position shown in Figure 11; the
inlet port J2 registers with the lower passage G³ and thereby communicates with
the channel J5, port J and cylinder port E, so that the explosive mixture is
drawn into the cylinder.
2) Compression stroke, the valve as shown in Figure 12, has been turned by
15°, so that both of its passages G+ and G³ are closed.
3) Explosion or working stroke, Figure 13; notwithstanding a further move-
ment of the valve, the passages G and G are still closed, so that the cylinder has
no communication with the valve.
4) Exhaust stroke, Figure 14; the exhaust port J registers with the upper
assage G4, which then also aligns with the cylinder connection port J, so that
he spent gases may escape from the cylinder. At the same time, the fuel enters
rom port J3 into passage G and fills it.
It will be seen that no cams, springs or gear wheels are employed, yet the
novement is reliable, and moreover the valve is positively locked when stationary.

page_text: In case the engine is provided with a carburetter, the fuel inlet port J³ may
be omitted, and the carburetted mixture will be admitted through the inlet J.
With slight changes, the same valve construction may be applied to two or
four-cylinder engines. Thus, as shown in Figures 16 to 21, the valve casing J
of the two-cylinder engine would have the air inlet J2 and the exhaust port J'
arranged as herein before described, also the passages G, G³, would be arranged
in the same manner, but the air inlet J2 opens into a segmental groove J com-
municating with two longitudinal grooves J8 located 90° apart with respect to
the axis of the valve G³. Further, there would be two separate ports Jo, j", con-
nected respectively with the port in the working chamber of each cylinder, and
arranged at 90° to each other with respect to the axis of the valve G³, also at
90° to the grooves J8. These separate ports J, , connect with longitudinal
passages Jo To each side of the exhaust port J extends a segmental groove Ju
the ends of which align with the grooves J8. Lastly, there would be two fuel
inlets J12, 12, arranged at 90° to each other and one of them in the line connecting
the inlet J2 with the exhaust J. The upper passage G is adapted to communicate
with the segmental groove J" and with the ports Jo, jo, leading to the cylinders.
The lower passage G5 is adapted to register with the fuel inlets J12, 12, the
grooves J8 and the grooves J10.
In operating the two-cylinder engine, the pistons move in unison, but their
periods alternate, that is, while one piston is on the suction stroke, the other is
on the explosion or working stroke, and similarly with reference to the com-
pression and exhaust strokes.
1st period, Figure 17, downward stroke. In first cylinder, suction through
air inlet J, groove J, one of the passages J8, passages G³ and Jo and port.
This also draws in the fuel with which the passage G was filled. Second cylinder
explosion (valve closed).
2nd period. Figure 18, upward stroke. First cylinder compression (valve
closed). Second cylinder, exhaust through port J, passages G and J, and
port J. Also fuel enters through port J into the passage G5 and fills it.
3rd period, Figure 19, downward stroke. First cylinder, explosion (valve
closed). Second cylinder, suction of air and of fuel fed to passage G5 during
second period, through inlet J2, groove J7, the other passage J8, passages G5 and J¹º
and port J.
4th period, Figure 20, upward stroke. First cylinder, exhaust through port,
passages G and Ju and port J¹. Also fuel enters through port into the
passage G and fills it.
The improved cylinder jacket, as shown in Figure 22, consists of a sheet N
of suitable material, such as metal, laid in a series of approximately radial folds,
alternately inward and outward, and surrounding the cylinder M. I thus form
a series of channels ranging longitudinally of the cylinder and which if open at
the ends, will have a cooling effect by circulation of air, or a suitable liquid,
such as water, may be caused to circulate through said channels.
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. The igniter controlled by a governor so as to be thrown out of action in
case of an excessive speed, substantially as described.
2. The igniter switch controlled intermittently by the engine, substantially
as described.
3. The controller operated by the governor and so arranged relatively to the
switch and to the source of electricity that no electricity is supplied to the switch
in case of an excessive speed, substantially as described.
4. The production of a succession of sparks continuously during the explosion
period, substantially as described.

page_text: 5. Driving a static or other electric generator from the engine to supply
electricity for the igniter, substantially as described.
6. Controlling the driving connection of the engine with the generator by a
governor, substantially as described.
7. Constructing the governor with a pin adapted to engage the rotary part of
the generator, substantially as described and shown in Figures 1, 2 and 3.
8. Controlling the current of a battery by means of a sleeve actuated by the
governor, substantially as shown in Figure 10 and described with reference
thereto.
9. Turning the shaft of the igniter switch (or valve) intermittently by means
of a disk having a series of projecting pins, and a rotatable wheel having a
peripheral rib with interruptions and lateral deviations, substantially as described.
10. Mounting the valve and the igniter switch on the same shaft, substantially
as described.
11. The single intermittently rotated valve controlling the admission of fuel
and air, their passage to the cylinder, and the exhaust, substantially as described.
12. The valve plug rotated intermittently and having a passage arranged to
register in one position with the fuel inlet port of the casing, to allow said
passage to become filled with fuel, while in another position, said passage registers
with the air inlet and with the cylinder connection port, to draw the air and fuel
into the cylinder, substantially as described.
13. The arrangement of two superposed passages in the plug at 45° to each
other, one passage being adapted for connection with the inlet port and the
cylinder connection port of the casing, and the other passage being adapted to
communicate simultaneously with the exhaust port of the casing and with the
cylinder connection port, substantially as described.
14. The adjustable throttle valve in the passage of the rotatable plug, sub-
stantially as described.
15. In an explosive engine, the combination of the following parts, to wit:
a valve having a rotatable plug provided with two separate passages arranged
at 45° to each other, means for intermittently imparting to said plug a rotary
motion of 45°, and a valve casing having an air inlet a fuel inlet at 45° thereto,
and a cylinder connection port of which the fuel inlet alone is adapted to com-
municate with one of the plug passages in one position thereof, while in another
position the same plug passage communicates with the air inlet and with the
cylinder connection port, the casing having further an exhaust port adapted to
communicate with the other plug passage at the time said plug passage com-
municates with the cylinder connection port.
16. The cooling jacket consisting of a sheet folded alternately inward and
outward as described, to form longitudinal channels, substantially as set forth.
A. M. & WM. CLARK.
Chartered Patent Agents, 53, Chancery Lane, London.