Year: 1887

page_text: Date of Application, 22nd Sept., 1887
Complete Left, 26th Apr., 1888
Complete Accepted, 1st June, 1888
I, ERNST KÖRTING, engine-manufacturer, residing at Hanover, Kingdom of Prussia,
German empire, do hereby declare the nature of this invention to be as follows:-
My invention relates to gas-engines, and its object is to provide more simple means
than heretofore employed, for operating the exhaust-valve and the igniting-device, and
for regulating the speed of the engine.
For this purpose I provide the engine with two rotating tappets driven by the
crank-shaft through the medium of suitable gearing. Moreover 1 mount upon the
frame of the engine two shafts parallel to each other, or one passing through the other
one which is hollow, and upon each of these shafts I fix two lever-arms, the arms
projecting from one side of the two shafts being connected respectively to the exhaust-
valve and to the igniting-device, while the arms on the other side of the shafts extend
into the paths of the aforesaid tappets, so as to be operated upon by the same in one
direction, while in the other direction the arms are moved by springs.
The means for regulating the speed of the engine consist in a weight forming a kind
of cam,
and pivoted at one end upon a pin projecting from the plane of a gear wheel
integral with the aforesaid tappets. This weight, which thus rotates with the tappets,
is drawn by a spring towards its axis of rotation, so that, on being rotated together
with the wheel, it will tend to fly outward by centrifugal force, the said force being
counteracted by the spring. Opposite to the path of the weight is arranged one arm
of a double-armed lever (which I shall call the locking-lever), while the other arm of
this lever forms a pall adapted to engage with a branch of the lever connected to the
exhaust-valve. When the said weight flies outward, it will move the locking-lever so
as to cause the pall thereof to catch the exhaust-valve-lever at the time the latter is
acted upon by the corresponding tappet. The exhaust-valve being thereby maintained
open after the tappet has passed away over the exhaust-valve lever, the engine is
prevented from drawing in new charges. In this state the levers and the valve remain
until, in consequence of the decrease of speed of the engine, the weight is drawn back
sufficiently by its spring as not to act any more on the locking-lever. The said locking-
lever then, by virtue of a spring pressing on the same, releases the exhaust-valve-lever
as soon as the latter is touched again by the tappet.
Dated the Twentieth day of September 1887

page_text: I, ERNST KÖRTING, engine manufacturer, residing at Hanover, Kingdom of Prussia,
German Empire, 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 gas-engines, and the improvements consist in the means
employed for operating the exhaust-valve and the igniting-device, and for regulating
the speed of tho engine.
On the annexed two sheets of drawings is represented a gas-engine comprising my
improvements. Fig. 1 is a front elevation with some parts in section; Fig. 2 a side-
elevation, also with a part in section, and Fig. 3 a sectional side-view the section being
partly on line x, partly on line y y. Fig. 4 shows a part in detail drawn to a larger
scale, and Fig. 5 a modification thereof.
A is the frame of the engine containing the power-cylinder. M is the exhaust valve
and O the igniting-device, the interior construction of the latter not being shown on
account of its not forming any part of my present invention. S is the mixing-valve
for gas and air, passing in through the respective pipes U and T, and R the check-valve
for gas-mixture that has entered into the cylinder. On the end of the crank-shaft of
the engine is keyed the spur-wheel B, and with the same gears the spur-wheel C having
double the diameter of the former and rotating on a pin fixed to the frame A. To the
wheel C is secured a boss carrying the two tappets D and E. Hand Fare two shafts
mounted in suitable bearings on the frame, the shaft H being passed through the
shaft I, which is hollow; but these shafts may also be placed in parallel position, one
above or by the side of the other. The shaft H is provided with the lever-arms K
and G, the arm K being connected by the bar N to the stem of the exhaust-valve M,
while the arm G having a roller at its end, extends into the path of the tappet E. By
means of a spring, S¹, connected to the bar N, the valve M is normally kept closed
and the arm & maintained in the position in which it is acted upon by the tappet E
when rotating. On the shaft I are keyed the lever-arm L connected by the rod
the igniting-device, and the lever-arm F extending with its end into the path of the
tappet D, the said arm F being also provided with a roller. P is a spring acting on a
branch of the arm F and which keeps the arm and also the igniting-device in their
normal positions. By these means great simplicity is attained in the construction of
the mechanism serving to operate the exhaust-valve and the igniting-contrivance.
to
For regulating the speed of the engine, the spur-wheel C has attached to it a
governor of particular construction, which, by acting on certain intermediate parts
when the speed of the engine has become too great, causes the said parts to lock the
arm G upon its being pushed outward by the tappet E, the exhaust-valve being thereby
maintained open and the piston of the power-cylinder prevented from drawing in new
charges.

page_text: The said governor consists in a weight a forming by its edge e a kind of cam, and
pivoted at one end upon a pin 6 projecting from the face of the wheel C being opposite
to the frame A. (In Figs. 2, 3 and 4 the wheel C is shown by dotted circles only, so
as to be as it were transparent and to let the weight a and parts connected thereto
appear in full.) The said weight, which thus rotates with the wheel, is connected at
its other end by means of a spring c to a lever k, also pivoted to the wheel C and
provided with an adjusting-screw 1, bearing against the boss of the wheel and serving
to regulate the tension of the spring. Opposite to the path of the weight is arranged
the arm of a lever (to be termed locking-lever) the hollow axle whereof, turning
on a pivot, carries at its outer end the arm or pall g, having an offset adapted to
engage with an offset on the branch of the lever-arm G oporating the exhaust-
valve M. i is a spring which presses the lever f towards the weight a, a stop f¹
serving to keep the lever clear of the weight while the engine runs at the normal
speed.
During its rotation with the wheel C the weight is acted upon by the centrifugal
force due to its speed, by the tension of the spring c, and (as the axis of rotation is
horizontal) by gravity, the latter force operating to draw the weight respectively
toward and away from its axis of rotation according as it is above or below the said
axis. Consequently, when the weight is caused to fly outward by the centrifugal
force, each point thereof will move in a particular curve, which, however, remains
uniform so long as there is no variation of speed. The tension of the spring c is so
regulated that, when the speed of the engine becomes excessive, the weight, on passing
along the end of the lever, will push the same outward by means of its cam-edge e.
Besides, the weight is arranged in such position relatively to the tappet E, that any
action of the weight on the lever will occur simultaneously with the operation of
the said tappet on the arm G, and that the tappet will abandon the arm G a little
before the weight leaves free the lever g. By these means the result is obtained
that, when the pall is oscillated upward by the lever while the arm G is pushed
outward by the cam E, the said pall will drop with its offset behind the offset of
the branch, and that the spring Son becoming free to act, will create friction
between the said offsets, whereby the parts and are kept in engagement with
cach other after the tappet E has passed away over the roller of the arm G. In con-
sequence hereof the exhaust-valve remains open and the engine is prevented from
drawing in new charges, until from the decrease of speed which is thus brought
about, the weight a is drawn back sufficiently by the spring c as not to act any
more on the lever . As soon as thereupon the tappet E again touches the arm G
and pushes the same outward a little, the friction between the offsets of the pall g
and the branch ceases, the said pall and the lever fare returned to their
normal position by the spring i and the valve is operated again regularly by the
tappet E.
I
In view of counterbalancing the action of gravity on the weight a and causing
it to rotate in circles, instead of particular curves as stated above, another weight a
may be pivoted to the wheel C on the opposite side of its centre, as shown by Fig. 5,
the two weights being connected together by means of a lever, m, and two rods, n, so
that they will operate together, the lever being, however, acted upon by the edge e
of the weight a only, as in the first case.
Having now particularly described and ascertained the nature of this inven-
tion and in what manner the same is to be performed, I declare that what
I claim is:
1. The combination with the exhaust-valve M and igniting-device O, of tho
rotating tappets D and E, the shafts I and H, the lever-arms Fand L fixed to the
shaft I, the lever-arms G and K fixed to the shaft H, means for connecting the valve M
and the igniting-device O respectively with the lever-arms K and L, and for closing
the valve M and returning the igniting-device to its normal position, substantially as
and for the purpose specified.

page_text: 2. The combination, with the exhaust-valve M, the rotating tappet E, shaft H, lever-
arms G and K, and means for connecting the valve M with the lever-arm K and
closing the valve, of the wheel C, the weight a pivoted thereto, spring c, and parts
operated upon by the weight a and adapted to lock the lever-arm GĜ, substantially as
and for the purpose described.
3. The combination together of the exhaust-valve M, the rotating tappet E, shaft H,
lever-arm K, lever-arm & having the branch provided with an offset, connecting-
bar N, spring S', wheel C, weight a pivoted thereto, spring c, lover-arm f, pall g
having an offset, and spring i, substantially as and for the purpose sot forth.
Dated the Twenty-third day of April 1888.
CARL PIEPER.