US1003795A

US1003795A - Internal-combustion engine.

Info

Publication number: US1003795A
Application number: US50329409A
Authority: US
Inventors: William Rabsilber
Original assignee: Individual
Current assignee: Individual
Priority date: 1909-06-21
Filing date: 1909-06-21
Publication date: 1911-09-19
Anticipated expiration: 1928-09-19

Description

.W. 'RABSILBER. INTERNAL uomnusnon ENGINE.

I AHLIOATIOH FILED JUNE 21', 1809. I 1,003,795, 1 Patented Sept. 19, 1911.

3 HEIGHTS-SHEET 1..

MAMMW Mam W. RABSILBER. I INTERNAL OOMBUSTION ENGINE. APPLmA rIox FILED 1mm 21'. 1900.

1,003,795. j Patented Bept.19,1911.

3 BHBETFBHEET 2.

lllll III W. RABSILBEB. INTERNAL G OMBUSTION ENGINE. APPLICATION FILED JUNE 21, 1909.

1,003,795. Patented Sept. 19, 1911.

3 BHEETB-BHEET 3.

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mq vlathameg WILLIAM RABSILBER, OF BROOKLYN, NEW YORK.

INTERNAL-COMBUSTION ENGINE.

* Specification of Letters Patent.

Patented Sept. 19, 191 1.

Application filed June 21, 1909. Serial No. 503,294.

To all whom it may concern:

Be it known that I, VVILLIAM ltABSILBER, a subjeetof the Emperor of Germany, residing at Brooklyn, in the county of Kings and Stateof New York, have invented certain new and useful Improvements in 111- ternal-Coinhustion'Engines, of which the following is a specification, reference being had to the accompanying drawings.

This invention relates to internal combustion engines in which the fuel enters the working cylinder apart from and unmixed with the air necessary for its combustion and an object of my invention is to provide an internal combustion engine in which the fuel enters the working cylinder apart from and unmixed with the air l'iecessary for its combustion and the operation of which will be free from the ditlieulties heretofore CX perienced with engines employing this system of fuel supply. The latter possesses many advantages. when compared with a system of fuel supply in which a carburetor is used; for example, there is no danger of preignition, as there is no explosive mixture compressed: and there are no :arbureter troubles. However, where liquid fuel has heretoforewbeen supplied apart fron'i and unmixed with the air necessary for its (ombustion certain dillieulties of operation have been ex 'ierienccd which may be brietly summarized as follows: (1) Diltieulty has been encountered in the handling of the minute quantities of liquid fuel fed to each working cylinder at one working stroke of the fuel feed pumpyand (2) when the cylinderand inlet pipes are heated by the combustion of the fuel in the cylinders. gas pockets are formed in the fuel-feed pi pesw'ith the result that the supply of fuel becomes irregular. Again, where gaseous fuel has heretofore been supplied apart from and unmixed'with the .air, necessary for its combustion, certain other disadvantages and ditficulties have arisen, which may be briefly summarized as follows: (1) Before the engine can be started, fuel in the form of gas must be produced: that is, the liquid fuel must be vaporized and this entails a loss of time before the engine can be started and requires the provision of a heating device external tothe engine. such as a lamp; and (2-) at starting, the cylinder-walls and valvecasing are cold and the gascous fuel con- (tenses upon comin in contact with them, thereby rendering the fuel supply irregular.

In my new engine hereinafter described, the difficulties just referred to are overcome. The engine may he started instantly with liquid fuel, which is stored and fed to the cylinder under a pressure high enough to overcome the compression of the air. As the. fuel is always stored under constant pressure, the fuel can be fed to the cylinder through regular valves, instead of using the direct feeding action of a 't'uel-feed pump, thereby doing away with ditlicultics of operation due to said pump or inherent in injection systems heretofore used. After the cylinders and valves have. become heated by the initial explosions, the fuel is fed in the form of gas generated by the heat from the (lXlLlltSt gases discharged from the cylinders; and due to the heated condition of the latter, there will at. this tin'ie be no danger of the condensation of the gaseous fuel.

In the drawings illustrating the principle of my invention and the best mode now known to me of applying that principle, Figure 1 is a plan view of my new motor, the tiew being somewhat diagrammatic in its nature; Fig. 2 is an end view of my new motor, this view also being somewhat diagrammatic in its nature; Fig. 3 is a die; gran'imatic view of the pipes by which the fuel is led from the fuel reservoir. to the cylinders; Fig. 4 is an elevation and Fig. 5 is a plan of the valye which controls the ad: n'iission;of fuel to the pressure tank 'and the flonof fuel therefrom to the heating-coil; and Fig. 6 is a vertical central section on the libs A-A' of Fig. 4.

F our cylinders a are shown in the draw- 7 ing mounted upon-the crank-case or housing Z), in which isrotatably fitted the crankshaft o. The shaft drives through gearing (not shown) the shaft 1; which turns the bevel-gears (l, c,' and through them the spur-gears f, g. The spur-gear g is,mou nted upon the cain shaft it upon which are mounted also the valve-controlling cams 2'.

The cam levers I carry each at one end a eam-roller Z: and at the other end are in engagement with the valve-stem of an admission-valve m or OXlltlTlSt-VfllVB n, as the case may be. i

The arrangement of parts so far described is substantially that shown and described in my Patent No. 899,186, granted September 22, 1908; but any other suitable arrangement of valve-controlling means may be employed without departing from the spirit of my invention.

Upon one, end of the crankshaft c is mounted a pinion which meshes with a 4 gear p fast upon the stub-shaft g which carries also a cam-eccentric r upon which is pressed'a cam-roller s by the coil-spring if,

one end of which bears against a flange uon the crank-case b and the other end of which bearsupon the collar '0. The latter is formed upon the plunger-piston to which carries the cam-roller s and which works in a pumpcylinder w. With the latter communicates a pipe 3 provided with a T-connection z from which extend the conduits ,2, 3 In the-conduit 2 is mounted the suction check-valve 4 and in the conduit 3 is mounted the pressure check-valve 5. The

conduit 3 communicates with the pressure' tank 6 and the latter is connected by the pipe 7 with thefuel tank 8. From the pipe 3 leads a branch'pipe 9 which is connected with one end of a heating coil 10 mounted in the heating drum or chamber 11. One

end of the latter communicates with the ex haust-pipe 12 and its other or outlet endis connected by a pipe 13 with the mufiler 38. The heating-coil 10 is connected at its other end with the fuel-inletpipe 14 from which extend the branch fueLinlet pipes 15. The conduit 3 is connected with the pressuretank 6 through a valve 16 shown in Figs. 4, 5 and 6.

In the branch-pipe 9 there is mounted a pressure check-valve 35 which closes when the pressure in the heating coil 10 exceeds the pressure in the branch-pipe 9; and the pressure in the latter is, of course, the same as thepressure in the pressure-tank 6, when the valve 16 is open. The pressure in the tank 6 is due to the tension of an indifferent gas which fills its upper portion. In

the pipe 7 there is mounted a safety valve 36, so adjusted that it will open when the pressure inthe tank 6 becomes too great and-will then allow the liquid fuel to return through the pipe 7 to the fuel-tank or reservoir 8.

* The exhaust-pipe 12 is provided with th throttle-valve 37 which controls the flow of the yeXhaust-gases through the heating ch mber, or drum 11. The outer end of the exhaiist-pipe 12 communicates with the atmosphere through a m uffler 38. The airinlet pipe 39v communi'caies lwith the branch a collar 26 between which and the lower end of the sleeve 23 is interposed a coil-spring 27/ The latter tends to hold the valve 28 upon the valve seat 29. Between the lower face or bottom of the valve 28 and the bottom wall 30 of the valve chamber 31 there is mounted a coil-spring 32 which tends to hold the valve 28 off its seat 29 and thereby to allow the fuel to pass from the pipe 3 into the pressure-tank 6. The shaft 19 carries a handle 33; and by moving the latter so as to rotate the shaft 19, the eccentric 20 is turned so as to vary the tension of the coil-spring 27; that is, by turning the handle 33 the tension of the coil-spring 27 may be adjusted. The valve-stem 25, passes through a stufiingbox 34.

During the initial portion of the run, the fuel is forced by the pressure of the indifferent gas in the top of the pressure tank 6 into the cylinders a through the branch I fuel-inlet pipes 15. The fuel will bevin liquid form and may be sprayed into the cylinder's a. The motor having started, the exhaust-gases .pass through. the branch exhaust-pipes 12 into the main exhaust-pipe 12 and thence past the throttle-valve 37 into and through the heating drum or chamber 11. During this passage through the heating drum 11, the exhaust gases give up some of-their heat to the liquid fuel in the heating coil 10, thereby volatilizing this fuel. A. back pressure is thereby generated which closes the pressure check valve 35.

The fuel is now fed to the cylinders ain the form-of gas; and since the Walls of the cylinders a are heated, the gaseous fuel is not condensed. Wherrthepressure in the heating-coil 10 falls due to the consumption of the fuel therein, the pressure check valve 35 opens and allows liquid fuel to fiow from the branch pipe 9. It is obvious that by turning the handle 33 of the valve 16, the tension of the spring 27 may be varied. If the tension of this spring be increased, the liquid fuel will be fed by the pump :2 under a higher pressure to the heating coil 10 and, therefore, the gaseous fuel will be fed'at a higher pressure to the cylinders a. Hence, the adjustable valve 16 constitutes means for controlling the pressure at which the fuel will be fed tothe working cylinder.

I claim:

1. A system of fuel supply for internal combustion engines, consisting of the com bination with a motor; of a reservoir for liquid fuel; "a pressure-tank in which is contained liquid fuel under pressureand at practically ordinary temperature; a heatmg-coil connected with said motor and tank; means for heating said coil by the exhaust gases from said motor; mechanism for drawing liquid fuel from said reservoir and supplying it under pressure to said heating-coil and pressure-tank; means controlling the pressure at which the liquid fuel is supplied to said heating-coil and pressure tank; and a valve-emitrolled conduit connecting said pressure-tank and reservoir.

2. A system of fuel supply for internal combustion engines, consisting of the combination with a motor; of a reservoir for liquid fuel; a pressure-tank in which is contamed liquid fuel under pressure; a valveeontrolled conduit which connects said reservoir and pressure-tank; a heating-coil connected with said motor and interposed in the path of the exhaust gases from said motor; mechanism for drawing liquid fuel from said reservoir and supplying it under pressure to said heating-coil; and a pressm'e-cmitrolling device interposed between said pressure-tank and heating-coil.

' WILLIAM RABSILBER. \Vitnesses:

JAMES IlAiuuroN,

FRANK I-I. Smemmuuux.