GB1589835A

GB1589835A - Internal combustion engines

Info

Publication number: GB1589835A
Application number: GB41491A
Authority: GB
Original assignee: Individual
Current assignee: Individual
Priority date: 1976-10-05
Filing date: 1977-10-05
Publication date: 1981-05-20
Also published as: DE2644875A1; FR2367191A1

Description

(54) IMPROVEMENTS IN OR RELATING TO INTERNAL COMBUSTION ENGINES (71) I, WALTER FRANKE of Hittfelder Kirchweg 22, 2105 Seevetal 3, Germany, a citizen of the Federal Republic of Germany, do hereby declare the invention, for which I pray that a patent may be granted to me, and the method by which it is to be performed, to be particularly described in and by the following statement: The present invention relates to an internal combustion engine.

In accordance with the invention there is provided an internal combustion engine comprising at least one cylinder and a piston reciprocable within the cylinder, the piston being connected by a connecting rod to a crankshaft, and camshaft-actuated air inlet and exhaust outlet valves opening into a cylinder head region of the working space of the cylinder, together with means for introducing fuel into said cylinder head region of the working space, and further comprising an aperture in the cylinder wall at approximately mid-stroke of the piston, said aperture being located at the downstream end of the air intake duct of a first carbuertter, and a check valve in the conduit between the carburetter and the aperture and opening towards the aperture. Such an internal combustion engine may be an Otto type engine or a Diesel engine. The present invention relates to both types of engines.

In this context it should be pointed out that the invention relates for example to an internal combustion engine having two, four, five or six or more cylinders, with a conventional intake manifold and likewise a common exhaust duct. In use of an engine according to this invention air or liquid is drawn into a cylinder at the aperture at approximately mid-stroke of the piston and by the piston when the piston moves toward its bottom movement reversal position, and the same action is performed in all the cylinders of the engine since each cylinder wall is penetrated by an aperture at this location.The term "at approximately mid-stroke af the piston" is intended to define a range extending intermediate the bottom and top reversal positions of the piston but at a location that is sufficiently above the bottom reversal position so that there will still be generated an intake or suction effect at the aperture.

As a liquid thee has already been proposed drilling oil. This is an emulsion consisting of water and oil of proportions e.g. in the range of about 50:1 to about 400:1. This composition is advantageous since a small admixture of oil achieves, in certain operational ranges, a lubricating effect and enhances in other operational ranges the decomposition of the water.

In an earlier proposed engine design of the Applicant (see British patent application 29044/77, Serial No. 1582856) there arises the problem of feeding fluids at correctly metered rates. The present invention improves this proposal by providing, at the aperture, means for introducing a fluid by the suction effect generated by the piston. Thus, in accordance with the present invention, there are provided two intakes one of which communicates with the cylinder head space and the other of which communicates with the aperture at the mid stroke position in the working space of the cylinder. The internal combustion engine of the Diesel or Otto type in the present arrangement, therefore, includes a conventional fuel injection device or carburetter together with said first carburetter connected to the working space via the said apertures.As indicated the fluid supplied to said first carburetter may be provided by drilling oil or a fuel, preferably a spark ignitable substance which gives off oxygen on ignition, or hydrogen or normal, suitably diluted, motor fel.

Surprisingly, it has been found that in this manner may be obtained substantial advantages, and this the more so since metering is likewise possible in dependence upon the operation of the engine.

In accordance with an advantageous modification the engine has a fluid reservoir for the first carburetter and a first . line from the reservoir which opens into the air intake duct of the first carburetter, and has a shut-off valve arranged therein and an additional line having a different effective cross-section or a jet defining such a cross-section as in the case of the first line which is arranged between the reservoir and the intake duct of the first carburetter and which includes a valve. By this arrangement is ensured that the first carburetter always passes air to the cylinder but in special conditions no additional fluid is added to this intake air.

Preferably, a throttle is arranged in the air intake duct between at least one of said lines from the reservoir and the check valve. The throttle valve may influence the air feed and thereby the effects on the entrainment of fluid in the first carburetter.

Preferably the control of fluid flow through the one of said two lines from the reservoir having the larger effective cross-section is related to the position of the throttle valve in the second carburetter or the associated accelerator lever. By this expedient may be achieved an adequate enrichment of the mixture in dependence upon the engine operational conditions. Preferably, the other of said lines having the smaller cross-section can be opened or closed and serves as a slow running jet and is closable in relation to a negative pressure in the intake duct of the second carburetter or by a rcturn movement of the accelerator lever and is openable below a minimum rotational speed of the engine.

The deactivation is made particularly when the engine is overruning in operation above a predetermined rotational speed. The line of a smaller cross-sectional area thereby supports, in positive operation, i.e. in operation with increasing power, the engine operation through a smaller cross-sectional area, and moreover ensures that at slow running speeds a fuel mixture will be supplied by the first carburetter. In another advantageous modification the engine includes an engine temperature sensor and the said other line is controllable in relation to the engine temperature and remains closed when the motor is cold but is opened at a defined engine temperature. By this arrangement it is ensured that the other line the operation of which has been described above as corresponding to that of a slow running jet, remains deactivated under certain operation conditions.

in the following the present invention will be described in more detail with reference to several embodiments shown in the appended drawings wherein Figure 1 is a schematical partly sectional elevational view of an engine including a cylinder and two carburetters and constructed in accordance with the present invention; Figure 2 is a view similar to that of Fig. 1 but illustrating an engine having different control arrangements; Figure 3 is a view similar to Figl 2 of a modified embodiment of an engine in accordance with the invention; Figure 4 is a fragmentary schematical sectional view of a part of the first carburetter and associated parts; Figure 5 is a view similar to that of Fig. 3 but illustrating a different embodiment of engine constructed in accordance with the invention; and Figure 6 is a view similar to the preceding figures of still another embodiment of engine in accordance with the invention.

Referring to Fig. 1, there is shown a crosssectional view of part of an in-line engine comprising several cylinders wherein the cylinder 1 shown is arranged above a crankcase 2. A crankshaft 3 is rotatably mounted in the crankcase. The crank pin 4 is connected to a connecting rod 5, and the connecting rod is driven by a piston 6 reciprocating within the cylinder 1. The cylinder head 7 includes an air inlet port 8 with an inlet valve 9. The inlet valve 9 is controlled by a cam shaft 10 having a cam 11, by the valve stem 12, in opposition to a spring 13. Correspondingly there is provided an exhaust outlet port 14 with an outlet valve 15 controlled by a push rod 16.

The valve stems 12 and 16 are actuated through rocker levers 17, 18 respectively when the cam 11 rotates. The cylinder head 7 moreover mounts an ignition device 19.

The outlet valve 15 is connected to an exhaust conduit 20. Upstream of the inlet valve 9 is disposed the air intake conduit 21 having at its free end an air filter 22. In the intake conduit is provided at 23 a carburetter and this carburetter is connected to a source of fuel 24, suitably in the region of a restriction 25. Downstream of this restriction is disposed a throttle valve 26, and this throttle valve may be actuated by an accelerator lever, particularly in the form of a pedal 28, through a transmission linkage 27. These parts as described are quite conventional.

The piston 6 moves within a working space 29. The piston is shown in its bottom movement reversal position. The upper reversal position of the piston is indicated by the chain line 30. Intermediate these two positions in a position approximately half way the cylinder 1 is penetrated by an aperture 31 connected to a conduit 33 in which is mounted a check valve 32 as close as possible to the aperture, in an arrangement according to Applicant's earlier British patent application No. 29044/77, Serial No. 1582856). The conduit 33 is connected to an air filter 34. Into this conduit 33 open in the embodiment shown here two lines 35 and 36 of which the one line 35 is of a larger cross-sectional area, and the other line 36 is of a smaller cross-sectional area or, alternatively, both lines may include jets of different sizes (not shown). The assembly comprising the conduit 33 and the two lines 35, 36 constitutes a carburetter which as shown is connected to a supply reservoir or source 37 of a fluid by the lines 35, 36. As shown in Fig. 1, valves 38, 39 are respectively arranged in the lines. These valves may be operated manually or in a manner to be described further below. It should be pointed out that the supply reservoir 37 is spaced approx imately 30 to 40 cms above the conduit 33 and thus feeds the carburetter by fluid downdraft or gravity flow. This constitutes an advantageous embodiment although as will be apparent from Fig. 1 the piston 6 exerts a considerable suction effect. This suction effect conveys air through the conduit 33 and although the fluid supply may be controlled by the valves 38, 39, the fluid feed is dependent upon the air flow in the conduit 33.The valve 38 in the line 35 of a larger effective crosssectional area is preferably connected to the accelerator lever 28 or the mechanical members 41 thereof through a functional connection 40 in a manner to increasingly open the valve 38 by an increased accelerator lever actuation.

In another embodiment the valve 38 may be connected to the inlet valve carburetter, and especially to the intake conduit thereof, suitably at a port 43 that is disposed in the vicinity of the jet, by a functional connection 42, particularly a line. A vacuum in this region would then likewise actuate the valve 38 through the functional connection 42.

The other line 36 with the valve 39 is connected to the intake conduit 45 downstream of the throttle valve 26 of the inlet valve carburetter through a control line 44 in a manner to close the valve 39 when the higher vacuum is applied by the line 44.

In Fig. 2 similar parts have been indicated by the same reference numerals. As may be seen, however, with respect to the carburetter connected to the aperture 31, the valve 38, 39 may be actuated individually and manually into predetermined operational positions. It is pointed out that the actuating means 36 for the valve 38 are connected by the interconnecting line 47, and the actuating means 48 are connected to the valve 39 through the interconnecting line 49, and that these actuating means may be selectively actuated so that one of the other of the two valves may likewise operate in dependence upon the vacuum in the conduit 33.

It is pointed out that the source of fuel 24 is connected to a reservoir 50.

In Fig. 3 similar parts as in the preceding Figs. are indicated by the same reference numerals. As may be seen, a second throttle valve 51 is arranged in the conduit 33 and this throttle valve 51 may likewise be operated by the accelerator lever 28. In Fig. 2 a supply and control assembly 52 for the valves 38 and 39 may selectively be connected, by an intermediate connecting link 53, to the accelerator lever 28.According to Fig. 3, an actuating member 54 of the accelerator linkage operates not only a transmission element 55 connected to the main throttle valve 56 in the intake conduit 21, but also another transmission element 57 for actuating the second throttle valve 51 in the intake conduit 33 so that an additional control is being superposed for the conduit or a line 35 of a larger crosssectional area whereas the other line 36 of a smaller cross-sectional area feeds, in the manner of a slow running jet, through the valve 39 downstream of the second throttle valve 51.

Figure 4 illustrates a particularly advantageous embodiment in showing part of a wall 58 of a cylinder that may correspond to cylinder 1. This arrangement relates to an arrangement of the carburetter connected to the aperture in the cylinder wall. In a threaded aperture 59 in the cylinder wall 58 is threadedly mounted a block 60. The block 60 defines a conical valve seat 61 and a threaded opening 62 behind a shoulder 63. Into this threaded opening is threadedly mounted a second block 64 that defines, with respect to the conical valve seat 61, a catch chamber 65 for a disc-shaped valve body 66, the catch chamber facing a conduit 67 that corresponds to the conduit 33 in the other Figures.Into this conduit 67 open the one line 35 of a larger cross-sectional area and the other line 36 of a smaller cross-sectional area which lines are connected to a source 52 that corresponds to the source 37 of Fig. 1. The above described valves (not shown) are connected in these lines.

According to Fig. 5 the supply and control assembly 52 is operatively connected to the actuator lever 28 through the lever or functional connection 53 but the assembly 52 is connected by only one line 68 to the air intake duct 33 of the aperture carburetter. In this line is likewise advantageously connected a closeable valve 38 that may optionally be controllable in response to the vacuum in the inlet valve carburetter in the operation explained above, through a suitable control line.

Figure 6 corresponds specifically to the illustration of Fig. 1. There is provided, however, an additional throttle valve 70 that is actuable through a line 71 in dependence upon a temperature sensor 72 which is arranged in the exhaust conduit 20. The actuation is provided in a manner that the throttle valve 70 is held in the closed position when during start-up the engine is still cold and the accelerator pedal is being depressed.

When the temperature sensor 72 is heated by hot exhaust gases or the like, the throttle valve 70 likewise opens. In a suitable embodiment the temperature sensor 72 may consist of a conventional starter choke assembly.

WHAT I CLAIM IS: 1. An internal combustion engine comprising at least one cylinder and a piston reciprocable within the cylinder, the piston being connected by a connecting rod to a crankshaft, and cam shaft-actuated air inlet and exhaust outlet valves opening into a cylinder head region of the working space of the cylinder, together with means for intro

**WARNING** end of DESC field may overlap start of CLMS **.

Claims

**WARNING** start of CLMS field may overlap end of DESC **. imately 30 to 40 cms above the conduit 33 and thus feeds the carburetter by fluid downdraft or gravity flow. This constitutes an advantageous embodiment although as will be apparent from Fig. 1 the piston 6 exerts a considerable suction effect. This suction effect conveys air through the conduit 33 and although the fluid supply may be controlled by the valves 38, 39, the fluid feed is dependent upon the air flow in the conduit 33. The valve 38 in the line 35 of a larger effective crosssectional area is preferably connected to the accelerator lever 28 or the mechanical members 41 thereof through a functional connection 40 in a manner to increasingly open the valve 38 by an increased accelerator lever actuation. In another embodiment the valve 38 may be connected to the inlet valve carburetter, and especially to the intake conduit thereof, suitably at a port 43 that is disposed in the vicinity of the jet, by a functional connection 42, particularly a line. A vacuum in this region would then likewise actuate the valve 38 through the functional connection 42. The other line 36 with the valve 39 is connected to the intake conduit 45 downstream of the throttle valve 26 of the inlet valve carburetter through a control line 44 in a manner to close the valve 39 when the higher vacuum is applied by the line 44. In Fig. 2 similar parts have been indicated by the same reference numerals. As may be seen, however, with respect to the carburetter connected to the aperture 31, the valve 38, 39 may be actuated individually and manually into predetermined operational positions. It is pointed out that the actuating means 36 for the valve 38 are connected by the interconnecting line 47, and the actuating means 48 are connected to the valve 39 through the interconnecting line 49, and that these actuating means may be selectively actuated so that one of the other of the two valves may likewise operate in dependence upon the vacuum in the conduit 33. It is pointed out that the source of fuel 24 is connected to a reservoir 50. In Fig. 3 similar parts as in the preceding Figs. are indicated by the same reference numerals. As may be seen, a second throttle valve 51 is arranged in the conduit 33 and this throttle valve 51 may likewise be operated by the accelerator lever 28. In Fig. 2 a supply and control assembly 52 for the valves 38 and 39 may selectively be connected, by an intermediate connecting link 53, to the accelerator lever 28.According to Fig. 3, an actuating member 54 of the accelerator linkage operates not only a transmission element 55 connected to the main throttle valve 56 in the intake conduit 21, but also another transmission element 57 for actuating the second throttle valve 51 in the intake conduit 33 so that an additional control is being superposed for the conduit or a line 35 of a larger crosssectional area whereas the other line 36 of a smaller cross-sectional area feeds, in the manner of a slow running jet, through the valve 39 downstream of the second throttle valve 51. Figure 4 illustrates a particularly advantageous embodiment in showing part of a wall 58 of a cylinder that may correspond to cylinder 1. This arrangement relates to an arrangement of the carburetter connected to the aperture in the cylinder wall. In a threaded aperture 59 in the cylinder wall 58 is threadedly mounted a block 60. The block 60 defines a conical valve seat 61 and a threaded opening 62 behind a shoulder 63. Into this threaded opening is threadedly mounted a second block 64 that defines, with respect to the conical valve seat 61, a catch chamber 65 for a disc-shaped valve body 66, the catch chamber facing a conduit 67 that corresponds to the conduit 33 in the other Figures.Into this conduit 67 open the one line 35 of a larger cross-sectional area and the other line 36 of a smaller cross-sectional area which lines are connected to a source 52 that corresponds to the source 37 of Fig. 1. The above described valves (not shown) are connected in these lines. According to Fig. 5 the supply and control assembly 52 is operatively connected to the actuator lever 28 through the lever or functional connection 53 but the assembly 52 is connected by only one line 68 to the air intake duct 33 of the aperture carburetter. In this line is likewise advantageously connected a closeable valve 38 that may optionally be controllable in response to the vacuum in the inlet valve carburetter in the operation explained above, through a suitable control line. Figure 6 corresponds specifically to the illustration of Fig. 1. There is provided, however, an additional throttle valve 70 that is actuable through a line 71 in dependence upon a temperature sensor 72 which is arranged in the exhaust conduit 20. The actuation is provided in a manner that the throttle valve 70 is held in the closed position when during start-up the engine is still cold and the accelerator pedal is being depressed. When the temperature sensor 72 is heated by hot exhaust gases or the like, the throttle valve 70 likewise opens. In a suitable embodiment the temperature sensor 72 may consist of a conventional starter choke assembly. WHAT I CLAIM IS:

1. An internal combustion engine comprising at least one cylinder and a piston reciprocable within the cylinder, the piston being connected by a connecting rod to a crankshaft, and cam shaft-actuated air inlet and exhaust outlet valves opening into a cylinder head region of the working space of the cylinder, together with means for intro

ducing fuel into said cylinder head region of the working space, and further comprising an aperture in the cylinder wall at approximately mid-stroke of the piston, said aperture being located at the downstream end of the air intake duct of a first carburetter, and a check valve in the conduit between the carburetter and the aperture and opening towards the aperture.

2. An internal combustion engine as defined in claim 1, further including a second carburetter located upstream of the air inlet valve.

3. An internal combustion engine as defined in claim 1 or claim 2, wherein the fluid supplied to said first carburetter is provided by drilling oil or a fuel, preferably a spark ignitable substance which gives off oxygen on ignition, or hydrogen or normal, suitably diluted, motor fuel.

4. An internal combustion engine according to claim 2, having a fluid reservoir for the first carburettcr and a first line from the reservoir which opens into the air intake duct of the first carburetter, and has a shut-off valve arranged therein and an additional line having a different effective cross-section or a jet defining such a cross-section as in the case of the first line which is arranged between the reservoir and the intake duct of the first carburetter and which includes a valve.

5. An internal combustion engine according to claim 4, wherein a throttle is arranged in the air intake duct between at least one of said lines from the reservoir and the check valve.

6. An internal combustion engine according to claim 4 or claim 5, wherein the control of fluid flow through the one of two said lines from the reservoir having the larger effective cross-section is related to the position of the throttle valve in the second carburetter or the associated accelerator lever.

7. An internal combustion engine according to claim 6, wherein the other of said lines having the smaller cross-section can be opened or closed and serves as a slow running jet and is closable is relation to a negative pressure in the intake duct of the second carburetter or by a return movement of the accelerator lever and is openable below a minimum rotational speed of the engine.

8. An internal combustion engine according to claim 7, having an engine temperature sensor and wherein the said other line is controllable in relation to the engine temperature and remains closed when the motor is cold but is opened at a defined engine temperature.

9. An internal combustion engine according to any one of the preceding claims, wherein there is a throttle associated with said first carburetter and having an engine temperature control which is arranged to close the throttle in the first carburetter when the engine is cold.

10. An internal combustion engine substantially as herein described with reference to Figures 1 and 2, Figures 3 and 4, Figure 5 or Figure 6 of the accompanying drawings.