Year: 1887

page_text: Date of Application, 2nd Nov., 1887
Specification Accepted, 2nd Dec., 1887
We, ALBERT SCHMID of Allegheny, and JOHN CHARLES BECKFELD of Resorve
Township, both in the County of Allegheny, State of Pennsylvania and United States
of America, Machinists, do hereby declare the nature of our said invention, and in
what manner the same is to be performed, to he particularly described and ascertained
in and by the following statement
The invention herein rolates to certain improvements in gas-engines in which the
motive power, i.e., explosions of gas and air, occurs at each forward stroko of the
piston, the power or force of the explosion being regulated by the amount of explosive
mixture admitted to the explosion chamber, and by limiting or cutting off the
exhaust.
The invention consists in uniting the power and compression cylinders and pistons
in integral structures in line with each other, in regulating the admission of the
explosive mixture to the compression cylinder, and thence to the explosion chamber
by alternately operating valves, and regulating the flow of the explosive mixture to
the explosion chamber and the exhaust from the said chamber by and in accordance
with the speed of the engine.
In the accompanying drawings, which make part of this specification, Figure 1, is
a sectional elevation of a single acting gas-engine embodying our improvements.
Fig. 2, is a transverse section of the same on the line 2 a, Fig. 1. Fig. 3 is a
setional elevation the section being taken on the line y y, Fig. 2. Figs. 4 and 5, are
sectional detail views of the main cylinders and valve chambers, showing the different
positions of the valve as regulated by the adjustable eccentric. Figs. 6, 7, 8, and 9,
are diagrammatic views illustrating the adjustment of the eccentric, Figs. 6 and 8,
showing an eccentric adjustable around the shaft and Figs. 7 and 9, showing an
eccentric adjusted transversely of the shaft. Figs. 10 and 11, are views similar to
Figs. 4 and 5, showing the manner of regulating the richness of the explosive.
Figs. 12 and 15, are diagrammatic viows showing the adjustment of the eccentric
for regulating the valve in Figs. 10 and 13. Figs. 14 and 15, are views of two
forms of the governor and eccentric. Figs. 16 and 17, are sectional views of two
constructions or forms of igniters.
The shell, in which are formed the cylinders 1 and 2, and the valve chambers 3
and 4, is secured to the top of the crank case 5. The crank case serves as a
bed or support, for the engine, and also for a receptacle for the reception of

page_text: lubricating material for the crank pin, eccentrics, and journals of the crank shaft 6,
the bearings 7, for said journals being formed at the ends of the case. The
cylinders 1 and 2, the former being the power cylinder and the latter the com-
pression cylinder, are open at their lower ends, the power cylinder opening at its
lower end into the compression cylinder, which is formed of a greater diameter
than the cylinder 1. The pistons 8 and 9, for the cylinders are formed integral
with each other, as shown, and are coupled by a connecting rod 10, with the
crank pin 11, on the crank shaft 6.
The valve chamber 3, is provided with a valve 12, provided with ports or
passages 13 and 14, for governing the exhaust from the power cylinder and the
admission of gas and air to the compression cylinder 2. The gas and air are
admitted to the valve case 3, through ports 15 and 16, which are of such a
relative size as to admit the proper proportions of gas and air to form the
explosive mixture which escapes from the valve case into the compression cylinder 2,
through the port 17. The explosive mixture is conducted from the cylinder 2, into
the valve case 4, by a passage 18, and port 19, said valve case being provided with
a valve 20, having the chamber or port 21, by which, at a certain position of
valve, the mixture is conducted to the upper end of the cylinder 1, through
the port 22. The port 21, also serves to connect the port 22, leading to the
cylinder 1, and the port 23, leading to the igniter 24. The cylinder 1, is made
considerably longer than the stroke of the piston 8, thereby forming a chamber
at the upper end of said cylinder when the piston is at the upper limit of
its stroke in which the explosions of the combined gas and air occur. The
gases escape from the cylinder 1, through the port 42, into the chamber or
port 13, in the valve 12, and from thence through the port 43, into the open air.
The valves 12 and 20, are preferably of that class or kind known as piston
valves.
The valve 20, is connected by a rod 25, to the strap 26, surrounding the
eccentric 27, secured to the crank shaft, and the valve 12, is coupled by a rod 28,
to the strap 29, surrounding the eccentric 30, adjustably mounted on the crank shaft.
In Fig. 14, weights 31, are pivoted to a disk 32, secured to the shaft 6, the free
ends of said weights being connected by links 33, to a hollow hub 34, (see Fig. 1)
projecting from the side of the eccentric. These weights under the action of centri-
fugal force move outward away from the shaft and thereby cause the eccentric to
rotate around the shaft, and thus change the time of cut off of the valve 12. The
eccentric is restored to its normal position by the centripetal action of the coiled
springs 35, which are attached at their ends to the weights 31, and the disk 32. An
equivalent adjustment of the valve 12, can be effected by the construction shown in
Fig. 15, illustrating another form of shaft governor.
In the construction shown in Fig. 15, the eccentric 30, is provided with a slot or
elongated opening through which passes the crank shaft 6, and on the shaft 6, is
secured a fraine 36, to the ends of which are pivoted the weights 31. These weights
are connected together on opposite sides of their pivotal points by rod 37, thereby
insuring simultaneous and equal movements of the weights. To the eccentric is
attached an arm 38, said arm being pivotally connected to a lug formed on one of the
weights 31. On the other weight is formed a lug or ear 39, provided with a slot,
with which a pin 40, on the eccentric 30, engages said pin being opposite the arm 38,
above referred to.
As the weights are moved outwardly under the action of centrifugal force the
éccentric 30, through the medium of its connections with the weights, as above stated,
is so moved transversely of the shaft 6, as to bring its centre nearer to the centre of
rotation, i.e. the centre of the shaft 6. The weights as the speed decreases are drawn
inwardly by the action of the spring 41, the inward movement of the weights 31,
imparting such a movement to the eccentric 30, as to move its centre away from the
centre of the shaft 6. An igniter, consisting of a tube 44, into which project
wires 45, said wires either having their inner ends in close proximity to each other,
as shown in Fig. 16, or else united by a spiral 46, of thin wire, as shown in Fig. 17,

page_text: is screwed into the shell of the valve chamber 4, in line with the port 23. The
wires 45, are surrounded by cylinders or cores 47, of insulating material, inclosed
within nietal plugs 48, screwing into the tube 44, on diametrically opposite sides.
The outer end of the tubo 44, is closed by a cap 49, which can be removed for
the purpose of cleaning the tube 44.
In operating our improved engine the gas and air enter through ports 15 and 16,
into the chamber 14, in the valve 12. While the engine is ruuning at normal speed
the eccentric 30, is so set as to uncover the ports 17, during the downward stroko
of the pistons 8 and 9, just before said port is uncovered at its opposite end by the
piston 9. As soon as the port 17. is uncovered the combined gas and air will flow
therethrough from the valve chamber or port 14, into the cylinder 2, above the
piston 9. This flow of gas and air through the ports 15 and 16, valve port or
chamber 14, and port 17, into the cylinder 2, will continue until the pistons 8
and 9, have nearly reached the lower limit of their stroke, by which time the
valve 12, will be moving upward and will have closed the gas port 15, and
combined gas and air port 17, which, as shown in Figs. 1, 4, and 5, are in lino
with each other, and uncovered the exhaust port 42, thereby permitting the
exploded gases to escape from the cylinder 1, into the open air through the port 42,
valve chamber or port 13, and exit port 43. During the above movements of
the pistons 8 and 9, and valve 12, the valve 20, is in such a position as to close the
port 19; but as soon as the pistons 8 and 9, begin their upward movement, the
valve 20, is moved downward so as to cover the port 23, leading to the ignitor,
and subsequently to connect the ports 19 and 22, by its valve port 21, thereby
permitting the combined gas and air to flow from the cylinder 2, through said several
ports into the cylinder 1, above the piston 8. As the pistons 8 and 9, approach the
upward limit of their stroke the motion of the valve 20, is reversed, and just
before said pistons 8 and 9, have completed their upward movement the valve 20,
.will close the port 19, and will immediately, afterward, and just as the pistons 8 and 9,
are about to begin their downward movement, uncover the port 23, and permit a
portion of the gas and air to flow from the cylinder 1, through the port 22, valve
port 21, and port 23, into the igniter 24, where the gas is ignited, and the flamo will
travel back through the ports just mentioned into the cylinder 1, and explode the
combined gas and air therein. The movement of the valve 20, is so regulated that
before it uncovers the port 19, thereby allowing the combined gas and air to enter
the cylinder 1, the piston 8, will have reached such a point in its upward stroke as
to close the exhaust port 42, which is subsequently covered by the valve 12. As tho
pistons 8 and 9, move downward under the force of the explosion tho valvo 12, will
have moved down far enough to uncover the gas port 15, and the combined gas
and air port 17, so as to permit the combined gas and air to flow into the cylinder 2, .
as soon as the port 17, is uncovered by the piston 9.
The above described cycle of movements is continued as long as the speed of the
engine remains normal. As soon, however, as the speed of the engine increases, the
eccentric 30, will be so moved as to either change the point of movement of
the valve 12, if the construction of governor shown in Fig. 14, be used, or else to
change the amount of movement of said valve, if the form of governor shown in
Fig. 15 be employed, by the outward movement of the weights 31, beyond the
position at normal speed. In either case the results will be the same, i.o., to limit
the amount of combined gas and air admitted to the cylinder 2, that is to say, the
travel of the valve 12, will be so changed as to uncover the ports 15, and 17, aftor
the port 17 has been uncovered by the piston 9. As will be readily understood,
these changes in the movement of the valve 12, will reduce the volume of combined
gas and air which is admitted into cylinder 2, and thence forced into the
cylinder 1, and consequently the force of the explosion in the cylinder 1, is
correspondingly reduced. In addition to the reduction of the volume of gas and air
admitted to the cylinder 1, by the change or adjustment of the eccentric 30, above
described, and consequent change in the movement of the valve 12, the amount of
exhaust of the exploded gases from the cylinder 1, is correspondingly reduced, thereby

page_text: causing a retention of a greater or less portion of the dead gases in the cylinder 1,
and thereby deteriorating the explosive power of the limited amount of combined
gas and air which have been admitted into said cylinder, as above described.
In Figs. 10 and 11, is shown a construction and arrangement of the gas and air inlet
ports 15 and 16, by which, in connection with the form of governor shown in Fig. 15,
a change in the quantity of gas admitted can be effected, thereby proportioning the
richness of the explosive compound admitted into the cylinder 1, to the power
required.
The gas port 15, as shown in said Figs. 10 and 11, while having its upper edge in
line with the upper edge in line with the upper edge of the port 17, is somewhat
elongated downwardly, thereby permitting of a comparatively large flow of gas when
the eccentric 30, is so adjusted as to permit of the greatest movement of the valve 12,
but limiting that flow of gas as the movement of the valve 12 is limited by the
lessening of the eccentricity of the eccentric 30, by the outward movement of the
weights 31.
The arrangement of the gas port 15, and the port 17, with their upper edges in or
approximately in the same horizontal plane ensures the simultaneous opening and
closing of both ports by the valve 12, and hence no gas will escape through the air
port 16, which is constantly open, but will pass directly through the valve chamber
into the compression cylinder. This relative arrangement of the ports not only
prevents a loss of gas, but also any contamination of the outside air by the gas.
It will be noticed that the speed of the engine is effected not only by the limiting
of the amount of combined gas and air admitted to the cylinder 1, but also by
the diminution of the amount of gas admitted and consequent loss of explosive power
in the combined gas and air.
In the form of igniter shown in Fig. 16, we propose employing electricity
generated either by some suitable form of Holtz electric generator driven by or from
the engine or by other suitable means, whereby a constant stream-of sparks will bo
produced between the adjacent ends of the electric wires 45 within the tube 44. In
the form of igniter shown in Fig. 17, the wire spiral 46, is maintained in a state of
incandescence by a current of electricity from any suitable source of supply. It will
be observed that in both forms of igniter a constant stream of sparks or a steady con-
tinuous incandescence is maintained, thereby in either case preventing a deposition
of soot or other substance formed by the burning of the gases upon the wires; and
it will further be observed that in our form and construction of engine the period of
explosions is regulated entirely by the movement of a valve which controls the
adinission of the gases into the explosion chamber or cylinder, and that the form and
construction of said valve as well as the valve 12, which governs the exhaust, is such
as not to be readily liable to become clogged or fouled by the products of combustion
of the gasos, and that this form of valvo is such as to be capable of being easily
packed and balanced.
While we have referred to the valves 12 and 20, as though they were single
valves, each in reality is a double valvo, as will be readily understood.
It will be observed that the amount of exhaust from the power cylinder is always
in direct ratio to the amount of combined gas and air admitted into the com-
pressing cylinder, that is to say, the shorter the cut off of combined gas and air to
the compressing cylinder the shorter will be the cut off of the exhaust from the
power cylinder, thereby preserving a uniform pressure of charge in the power
cylinder before ignition.
Having now particularly described and ascertained the nature of our said
invention, and in what manner the same is to be performed, we declare that what
we claim is :
1. In a gas engine, the combination of power and compressing cylinders, a valve
chamber connected thereto by suitable ports, and a valve located within said
chamber and constructed to co-operate with the power piston in controlling the flow
of dead gases from the power cylinder, substantially as set forth.

page_text: 2. In a gas engine, the combination of power and compressing cylinders, a valve
chamber connected thereto by suitable ports and a valve located within said chamber,
and constructed to co-operate with the compression piston in controlling the flow of
gas and air into the compressing cylinder, substantially as set forth.
3. In a gas engine, the combination of the power and compressing cylinders, a
valve chamber connected thereto by suitable ports, a valve located within said
chamber and constructed to co-operate with the pistons in regulating the flow of gas
and air into the compressing cylinder and of dead gas from the power cylinder, and
an adjustable eccentric on the power shaft of the engine for regulating the movement
of said valvo in accordance with the speed of the engine, substantially as set forth.
4. In a gas engine, the combination of the compressing cylinder, a valvo chamber
connected thereto by a port 17, and provided with gas and air inlet ports 15 and 16,
the ports 15 and 17, being located in such relation to each other and the travel of the
valve that the gas may pass directly through the valve chamber into the compressing
cylinder, and a valve constructed to open and close the ports 15 and 17, substantially
as set forth.
5. In a gas engine, the combination of the compressing cylinder, a valve chamber
connected thereto by a port 17, and provided with gas and air inlet ports 15 and 16,
the gas port being elongated in the direction of the movement, a valve operating
within said chamber to open and close the ports 15 and 17, and a governor for regu-
lating the travel of the valve, thereby regulating the amount of gas admitted to the
compressing cylinder, substantially as set forth.
6. In a gas engine, the combination of the power and compressing cylinders, a
valve chamber connected to said cylinders by suitable ports, and a piston valve
located within said chamber and constructed, substantially as set forth, to co-operate
with the pistons in regulating the flow of gas and air into the compressing cylinder
and the flow of dead gases from the power cylinder, substantially as set forth.
7. In a gas engine, the combination of the power and compressing cylinders, a
valve chamber connected to said cylinders by suitable ports, a piston valve located
within said chamber and constructed to regulate the flow of gas and air to the com-
pressing cylinder and escape of dead gases from the power cylinder, and an adjustable
eccentric on the power shaft of the engine for regulating the movement of said piston
valve in accordance with the speed of said engine, substantially as set forth.
8. In a gas engine, the combination of the compressing cylinder, a valve chamber
connected thereto by a suitable port 17, and provided with gas and air inlet ports 15
and 16, the gas port being in line with the port connecting the valve chamber and
cylinder, and a piston valve constructed to open and close the ports 15 and 17
simultaneously, substantially as set forth.
9. In a gas engine, the combination of the power cylinder, a valve chamber con-
nected thereto by a suitable port 22, an igniter consisting of a tube connected by a
port 23, to the valve chamber, said ports 22 and 23 being in line with each other, or
approximately so, a constant igniting flame or body located in the tube, and a piston
valve constructed to regulate communication between the cylinder and igniter tube,
substantially as set forth.
יהניח
Witnesses,
DARWIN S. WOLCOTT.
R. H. WHITTLESEY.
VAUCLUCIA.. 100.
ALBERT SCHMID.
JOHN CHARLES BECKFELD.