Improvements in Gas and Petroleum Engines.
Year: 1888

page_text: Cate of Application, 26th Nov., 1838
Complete Specification Left, 27th June, 1889-Accepted, 27th July, 1889
PROVISIONAL SPECIFICATION.
Improvements in Gas and Petroleum Engines.
I, ERNST KÖRTING, Engine manufacturer. residing No. 62, Cellerstrasse, Hanover,
kingdom of Prussia, do hereby declare the nature of this invention to be as follows:-
My invention relates to the means employed in gas and petroleum-engines for
producing the mixture of combustible and air and for igniting the same, and it consists
in an improved construction of the devices serving for this purpose.
The device for producing the mixture is composed of a valve for the admission of
air, a valve for the admission of combustible, a piston connected to both valves, and a
cylinder in which the piston slides and which communicates on one side of the piston
with the air-induction-pipe and on the other side thereof with the power-cylinder.
Besides, the box of the valve for admitting combustible is arranged to form a circular
slit which meets the slit produced by the air-induction valve on being opened, and the
piston is provided with a spring, or the parts are otherwise so disposed as that the
valves are normally kept closed. When the piston of the power-cylinder operates to
create a diminution of pressure in the latter, the piston of the mixing-device will be
moved by the pressure of the outer air so as to open both valves, and mixture will be
formed, whereas when the diminution of pressure in the power cylinder ceases, the
piston of the mixing device closes the valves.
The contrivance for igniting the mixture consists in a cap heated by a flame and
forming the end of a channel which communicates with the power-cylinder, and in a
narrow tube extending through the channel to near the bottom of the cap, and whose
other end is fitted with a valve actuated by the engine. At the beginning of each
stroke of the engine, the cap, the channel and the tube contain combustion gases
remaining from the preceding stroke. When during the new stroke the explosive
mixture is compressed, a portion thereof, passing into the igniting device, pushes the
said combustion gases through the tube and out by the valve, which is at the time
open. On reaching the heated cap the explosive mixture takes fire, and, when the
valve is closed, it ignites the mixture in the cylinder.
The valve actuated by the engine may be replaced by a small reservoir formed at
the end of the tube, and this reservoir may be provided with means for varying its
size, and with an adjustable valve for allowing combustion-gases to escape.
In view of preventing a premature ignition of the mixture in the cylinder, the
passage between the tube and the cap may be so contracted that, during the greater part
of the compressing-period, the explosive mixture will pass forward through the con-
tracted part with a velocity which is greater than the speed with which the flame is
communicated backward, the said ignition being thereby delayed unto the proper
moment.
Dat the Theater foule dan of Nawamb^- 1000
COMPLETE SPECIFICATION.
Improvements in Gas and Petroleum Engines.
I, ERNST KÖRTING, Engine manufacturer, residing No. 62, Cellerstrasse, Hanover,
kingdom of Prussia, 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 the means employed in gas-engines and petroleum-engines

page_text: for producing the mixture of combustible and air and for igniting the same, and it
consists in an improved construction of the devices serving for this purpose.
On the annexed drawing fig. 1 represents in sectional elevation an apparatus
carried out according to my invention. Fig. 1ª is a vertical section, and fig. 1b a
horizontal section on line a b, fig. 1ª, of a modification of a part thereof. Fig. 2 shows
modifications of other parts drawn to a larger scale. Fig. 3 is a sectional view taken
on line 1, 2, fig 2.
power-
The apparatus consists in a box Y having the tubular branch M for the supply of
combustible, and the orifice N for the entrance of air. The admission of combustible
is regulated by a valve, V, the box whereof is arranged to form an annular space O
terminating in a narrow circular slit Z. The admission of air is controlled by an
annular valve, P, adapted to close against the periphery of the box of the valve V, so that
the air-valve, on being withdrawn from the said periphery, will form therewith a slit
which is contiguous to, or met by the slit Z. The valves P and V are connected
together and to a piston Q, which slides together with the valve P in a cylinder X
integral with the box Y, and this box communicates by the aperture A with the
cylinder of the engine (not shown in the drawing) and by the channel B with the
igniting-device. the passage leading from the box Y to the aperture A and the
channel B a check-valve w is placed. At its bottom the cylinder X is in open com-
munication with the box Y, and at its side with the aforesaid air-induction-orifice N.
The piston is placed between the air-orifice and the bottom end of the cylinder, so that
it is acted upon from above by the air entering at N, and from below by the pressure
in the box Y, which, when the check-valve w is open, is equal to the pressure in the
power-cylinder. By means of a spring S the piston Q is normally kept in raised
position and the valves P and V closed; but the apparatus may also be inverted, and
in this case the spring may be dispensed with, as the valves will then be closed by
their own weight and the weight of the piston.
The valve V constructed as shown by fig. 1, is specially adapted to be used with
petroleum-engines. For gas-engines it is preferable to employ the arrangement
represented by fig. 1", in which the valve forms a cup provided with slits.
When the piston of the power-cylinder operates to diminish the pressure in the
latter, this diminution of pressure will be communicated to the contents of the box Y.
The air acting on the top of the piston Q, will consequently push the same downward
against the force of the spring S, so that the valve V will open the supply-tube M for
combustible, and the valve P the passage for the induction of air. The combustible
then flows in a thin layer from the slit Z, while the air passes with considerable
velocity in front of the slit, an intimate mixture of the two substances being thereby
produced. This operation continues so long as a diminution of pressure is kept up by
the piston of the power-cylinder; but as soon as the diminution ceases, the spring S
raises the piston Q and closes the valves P and V, whereby the admission of air and
combustible is stopped.
The contrivance for igniting the mixture consists mainly in a cap C, the closed end
whereof is maintained at a red heat by a flame F, and in a narrow tube D. The cap
is fixed to a tubular box H communicating with the channel B, and consequently with
the power-cylinder. The tube D extends through the box H to near the bottom of
the cap, while at its opposite end it is fitted with a device for controlling the passage
of gas through the same. Fig. 1 shows for this purpose a valve G adapted to be
operated by the engine. The cap is made of a sufficiently fire-proof material, for
instance of porcelain, and it may be cemented into the box H.
At the beginning of each stroke of the engine, the cap C, the tube D, the annular
channel formed by the box H and the tube, and the channel B, contain combustion-
gases remaining from the preceding stroke. When, during the new stroke, the
explosive mixture is compressed, a portion thereof passing into the igniting-device,
pushes the said combustion-gases through the tube and out by the valve G, which is
at the time open. On reaching the heated cap, the explosive mixture takes fire. The
flame is, however, not immediately communicated backward, because the current of
the mixture passing through the space between the tube and the wall of the cap, has at

page_text: first a speed which is greater than the speed with which combustion is propagated in
the said mixture. But, as soon as the speed of the current becomes inferior to the
latter, which takes place when the valve G' is closed, fire is communicated through the.
channel B and the orifice A to the charge of the engine-cylinder. The valve G is
opened and closed periodically by the engine through the medium of known means,
such as an eccentric or a cam.
Fig. 2 shows a modification of the igniter, which consists in the substitution, for
the mechanically-operated valve G, of a controlling-device capable of being adjusted
by hand in a permanent position relatively to the eduction aperture L, through which
gases escape from the tube D), and in the combination therewith of a chamber R
formed at the end of the tube. According to the drawing the said controlling device
consists in a screw G¹ that works in a stationary sleeve and which terminates in a
conical point forming a valve.
The operation of this modified igniter is similar to that of the one described above.
At the beginning of the compression-period of the engine gas-mixture passes into the
channel B and forces the combustion-gases present in the apparatus, into the chamber R.
Provided the valve G¹ be closed, the gases will be compressed in the chamber R in
proportion to the quantity which enters into the same. So long as this compression
is inconsiderable, the current of fresh mixture passing through the cap C, has sufficient
speed to prevent the flame produced in the cap, to strike backward; but in the
measure as the said compression increases, the speed of the current diminishes, until
at last it allows the flame to be communicated to the charge of the engine-cylinder.
If the valve G¹ is opened, the compression in the chamber R, and consequently the
ignition of the charge are retarded. The moment at which the ignition takes place,
may thus be regulated during the working of the engine by opening the valve Gi
more or less.
A similar effect may be produced by altering the size of the chamber R, and for
this purpose its outer bottom is formed by a screw-plug I adapted to be screwed more
or less deeply into the same.
In view of attaining additional security against a premature ignition of the mixture
in the cylinder, the passage between the tube and the cap may be contracted by
special means, in view of increasing the speed of the gas-current previous to its
impinging against the heated portion of the cap. For this purpose I provide the tube
with a collar K, figs. 2 and 3, fitting closely to the wall of the cap C and having a narrow
slit K'. By altering the width of the said slit it is also possible to vary the moment
when the pressure in the channel B and the chamber R becomes equal, and at which
the ignition of the charge takes place.
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 and petroleum-engines, the combination of a box Y having the orifice M
for the induction of combustible and communicating with the cylinder of the
engine, the valves V and P, the cylinder X having the air-induction-orifice N and
being at one end in open communication with the box Y, and the piston Q connected
to both valves, substantially as described.
2. In gas and petroleum-engines, the combination of a box Y having the orifice M
for the induction of combustible and communicating with the cylinder of the engine,
the valves V and P, the cylinder X having the air-induction-orifice N and being at
one end in open communication with the box Y, the piston Q connected to both valves,
and the spring S, substantially as specified.
3. In gas and petroleum engines, an igniting device consisting in the com-
bination of a cap C, means for heating the same, and the tube D, substantially as
set forth.
4. In gas and petroleum-engines, the combination of the cap C, means for
heating the same, the tube D having an orifice by which it communicates with
the outer air, and a valve for controlling the said orifice, substantially as described.

page_text: 5. In gas and petroleum-engines, the combination of the cap C, means for
heating the same, the tube D. having an orifice by which it communicates with
the outer air, and a valve for controlling the said orifice and adapted to be operated
by the engine, substantially as specified.
6. The combination of the cap C, means for heating the same, and the tube D
having the collar K with slit K, substantially as described.
.
210
7. The combination of the cap C, means for heating the same, the tube D, and
the chamber R, substantially as set forth.
8. The combination of the cap C, means for heating the same, the tube D, and
the chamber R provided with the screw-plug I, substantially as specified.
Dated 27th June 1889
J. H. JOHNSON & Co.,
Agents.