is compressed previous to explosion. Fig. 1 is a side elevation,
fig. 2 is a sectional plan,
and fig. 3 is an end elevation of an engine
built about 1892 by Messrs Crossley of Manchester, who were
the original makers of Otto engines in Great Britain. In external
appearance it somewhat resembles a modern high-pressure
steam engine, of which the working parts are exceedingly strong.
In its motor and only cylinder, which is horizontal and open-ended,
works a long trunk piston, the front end of which carries
the crosshead pin. The crank shaft is heavy, and the fly-wheel
large, considerable stored energy being required to carry the
piston through the negative part of the cycle. The cylinder is
considerably longer than the stroke, so that the piston when full
in leaves a space into which it does not enter. This is the combustion
space, in which the charge is first compressed and then
burned. On the forward stroke, the piston A (fig. 2) takes into
the cylinder a charge of mixed gas and air at atmospheric
pressure, which is compressed by a backward stroke into the space
Z at the end of the cylinder. The compressed charge is then
ignited, and so the charge is exploded with the production of a
high pressure. The piston now makes a forward stroke under
the pressure of the explosion, and on its return, after the exhaust
valve is opened, discharges the products of combustion. The
engine is then ready to go through the same cycle of operations.
It thus takes four strokes or two revolutions of the shaft to
complete the Otto cycle, the cylinder being used alternately
as a pump and a motor, and the engine, when working at full
load, thus gives one impulse for every two
revolutions. The valves, which are all of the
conical-seated lift type, are four in number—charge
inlet valve, gas inlet valve, igniting
valve, and exhaust valve. The igniting valve
is usually termed the timing valve, because it
determines the time of the explosion. Since
the valves have each to act once in every two
revolutions, they cannot be operated by cams
or eccentrics placed directly on the crank
shaft. The valve shaft D is driven at half
the rate of revolution of the crank shaft C by
means of the skew or worm gear E, one wheel
of which is mounted on the crank shaft and the
other on the valve shaft. Ignition is accomplished
by means of a metal tube heated to
incandescence by a Bunsen burner. At the
proper moment the ignition or timing valve is
opened, and the mixed gas and air under pressure being admitted
to the interior of the tube, the inflammable gases come into contact
with the incandescent metal surface and ignite; the flame
at once spreads back to the cylinder and fires its contents, thus
producing the motive explosion.
The working parts are as follows:—A the piston, B the connecting rod, C the crank shaft, D the side or valve shaft, E the skew gearing, F the exhaust valve, G the exhaust valve lever, H the exhaust valve cam, I the charge inlet valve, J the charge inlet valve lever, K the charging valve cam, L the gas inlet valve, M the gas valve cam, N lever and link operating gas valve, O igniting or timing valve, P timing valve cam, Q timing valve lever or tumbler, R igniting tube, S governor, T water jacket and cylinder, U Bunsen burner for heating ignition tube. On the first forward or charging stroke the charge of gas and air is admitted by the inlet valve I, which is operated by the lever J from the cam K, on the valve shaft D. The gas supply is admitted to the inlet valve I by the lift valve L, which is also operated by the lever and link N from the cam M, controlled, however, by the centrifugal governor S. The governor operates either to admit gas wholly, or to cut it off completely, so that the variation in power is obtained by varying the number of the explosions.
Since the engine shown in figs. 1 to 3 was built further modifications have been made, principally in the direction of dispensing with or diminishing port space, that is, so arranging the ports that the compression space is not broken up into several separate chambers. In this way the cooling surface in contact with the intensely hot gases is reduced to a minimum. This is especially important when high compressions are used, as then the compression space being small, the port spaces form a large proportion of the total space. For maximum economy it is necessary to get rid of port space altogether; this is done by making the lift valves open directly into the compression space. This arrangement can be readily made in small- and medium-sized engines, but in the larger engines it becomes necessary to provide ports, so as to allow the valves to be more easily removed for cleaning.
The construction of pressure gas plant in 1878 by J. E. Dowson for the production of inflammable gas from anthracite and coke by the action of air mixed with steam, soon led to the development of larger and larger Otto cycle engines. The gas obtained consisted of a mixture of carbon monoxide, hydrogen, nitrogen and some carbon dioxide and oxygen, having a lower heating value of about 150 British thermal units per cubic foot. With this gas these engines used about 1 ℔ of anthracite per b.h.p. per hour.
From the pressure producer sprang the suction producer first placed on the market in practical form by M. Benier of Paris in 1894, but then presenting many difficulties which were not removed till about nine years later when Dowson and others placed effective suction plants in use in considerable numbers. Such suction plants are now built by all the leading gas engine constructors for powers varying from 10 to 500 i.h.p.
 |
| Fig. 2.—Plan of Otto Cycle Engine. |
Dr Ludwig Mond and Crossley Bros. also attacked the problem of the bituminous fuel producer, of which many examples are now at work for powers as large as 2000 i.h.p. In 1895 B. H. Thwaite demonstrated that the so-called waste gas from blast furnaces could be used in gas engines, and this undoubtedly led to the design and construction of the very large gas engines now becoming common both in Europe and in America. It appears from Thwaite’s experiments that the surplus gas from the blast furnaces of Great Britain is capable of supplying at least three-quarters of a million horse-power continuously day
