US1066768A - Internal-combustion engine. - Google Patents

Description

A. VOGT.

INTERNAL GOMBUSTION ENGINE.

APPLIUATION FILED 00T.1, 1907. l

Patented July 8, 1913.

Inventor. QM @if Witnesses.

UNITED STATES PATENT OFFICE.

A. DOLF VOGI, 0F TULSE HILJ, COUNTY OF S'URBEY, ENGLAND.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Original application filed May 18, '18.06, 'Serial No. 317,591.. '.llividedi'and this application Y 1907. Serial 170,395,451.

Patented July 8, 1913.

led October 1,

To all 'whom z'tmag/ concern:

Be it known that I, AnoLF Voer, a citizen' of Austria-Hungary, residing at 149 Tulse Hill, in the county of Surrey, England, civil engineer, have invented certain new and useful 'Improvements in Internal-Combustion'Engines, of which the following is a specification.

My invention which is a division of my;

pending application dated 18th May, 1906, Serial No. 317,591, relates to internal combustion engines working with uniform pressure, which-do not compress their air for combustion in the engine cylinder and into the'cylinder of which compressed air andl liquid fuel are simultaneouslyintroduced, from the dead-point onward during a portion of the working stroke, in which case, ofcourse, the external pressure on the air and fuel supplied tothe cylinder must always be slightly above the combustion pressure inside the working cylinder.

The object of this' invention is to regulate:

the supply of liquid-combustible during the combustion period of the working-stroke in,

such'a manner that this supply is proportionate to the motion of the piston at dill'er ent speeds and different periods of admission, andalso that the supply of combustible shall always be vproportionate to the quantity of air admitted. For this purpose the liquid combustible is supplied by a meas nung-pump, the duration of the supply of liquid'combustible at the admission .period of they power stroke being controlled -by a suitably operated combustible supply valve closing together with the air valve, and any excess A`of supplied combustible being allowed to return to the reservoirafterjthe closingof the lsaid, valve by means of a suitably loadedoveriow valve. l

The drawing shows b way of eXamplea section through the wor ing cylinder of Van engine yembodying thei'features -of my in#- vention.v

The general arrangement of the engine.

ed in one end of a two-armed lever d pivoted at c and whose opposite end is connected by the adjustable rod f to the curved valve lever 7 performing in a well-known manner a combined rolling and rocking movement on plate g, whereby a great leverage is obtained on first'v opening the valve. The lever 7 is pivotally connected to the stem of the inlet valve 1 and projects beyond this connection in beak S. The cam b is secured to or forms part of an eccentrici secured to the shaft a. The strap around eccentric i has a projecting arm Ic connected by a link Z to alever 2 on the controlling shaft 6 to which is connected lever 5 connected to the rod m raised and lowered by the lgovernor, not shown. When the lever 2 is on the dotted line 3 the cylinder receives no charge, -Whlle in the position 4 over 50 per cent. filling can 'be admitted. The governor acts upon the lever.5 which shifts the shaft 6 and consequently the lever 2 and the eccentric strap connected therewith. The springclosed valve 11 for supplying liquid combustible is opened by the beak S of the lever 7 acting upon the adjusting screw 9 of the lever 10. The lever 7 is operated by the cam surface-of the eccentric on the valve motion shaft.

The pump 12 for the supply of liquid combustible is operated from the engine iston or piston rod by a lever, as shown, ut may be also operated either from the valve` gear or the engine shaft. This measuring pump 12 has a differential )lunger 18, the extension 14 of which may e used to operate an indicator apparatus for the engine should one be employed, but such4 an arrangement forms no partof this inventionand further description thereof is unnecessary. The motion of the plunger 13 and consequently the supply of liquid fuel to vthe cylinder is rendered proport1onate to the 'motion of the engine piston, by which meanthe combustion of the charge is made to take place at a uniform pressure` the proportions of the air supply and that of the liquid combustible being maintained practically constant, whereby a combustion as free fromi smoke as posslble is obtained.

` 15 is a reservoir for liquid combustible vwhich is supplied through pipe 33 communicatinewith a pump, not shown, but which may Worked for instance from the engine shaft, which is arranged to supply more combustible than is normally required. Any excess of combustible is caused by a iio-at valve 152L to iiow back through a pipe 16 into the main reservoir for liquid combustible. The measuring pump 12 has two spring# loaded valves 17 and 18. The combustible passes through pipe 19 into the space 20. The reservoir 15' is subject by pipe 21 communicating'with .a suitable source of com` pressed air supply, not shown to the pres'- sure of the air supply. The space 20 will therefore always be filled with liquid com` bustible under pressure. When, after valve 11 has closed, the plunger 13 continues its upward motion, the liquid in the space 20 is forced through pipe 23 back into the vessel 15, the valve 18, which is-loaded by a strong spring 22 being forced open by the liquid fuel displaced by the plunger 13. The valve 1S thusserves as an overflow or by-pass valve.

The space 20 is connected by a pipe 24 to the supply valve 11 from which a channel 25 leads to the annular space 26 surrounding the valve casing 27.- From the space 26Y small perforations 29 in the valve Casin leadtothe admission valve 1. Y

30 and 31 are shut-,off cocks, 32 is a dis-A charge c'ock, 33 is a fuel feed supply pipe leading from the main pump to the vessel 15. vThe differential piston 13 of the' pump is so dimensioned asta supply the required quantityof combustible. Y

he operation is as follows: The ignition of the charge is normally leffected by'fthe compressed residues of the previous charge.

yThe burnt gases are compressed up to 20-30 are mixed as they 'enter the cylinder, while the exhaust valve, not'shown, is closed -before the end of the expelling stroke. The exhaust valve which controls the exhaust fpipe 35 surrounding the compressed air supf ply pipe 34 may -be conveniently positioned in the head of the cylinder. v .The first ignii tion may be e'ected by any knowni niting= device in the cylinder or in the exha t con- -duit or byincreasing all the pressure on starting the engine to such a degree that the A, ignition is eiectedby the compression of air admitted into the cylinder by a separate valve. After the ignition hasloeen eecte'd the ignition device may beputout of action? The admission valve l .and theA valve 11 are opened by thecontrolling -mecli'anismjjust in advance of the: end ofthe upward stroke of the pistonin order that the air and liquid l claim:

combustible may enter the cylinder as soon as the engine piston reaches that position.

As the engine piston moves downward on its power stroke the pump plunger 13 moves ,at the same time upward. and forces liquid combustible from the space 20 into the cylinder, the supply of liquid combustible being exactly proportionate to the increase of volume behind the working piston caused by the motion of the piston. Compressed air, from asuitable source of supply lalso enters through pipe 34 and valve 1` into the cylinder in the same proportion. The composition of the charge therefore remains practically unchanged; At. the' closing of the admission valve-K1 the liquid combustible valve, 11 alsois closed, andthe supply of combustible is throttledin the same manner by valve 11, as is the admission of air by the admission valve.,l When an excess of pressure occurs in the space 20, the springloaded by-pass valve 18 of the pump opens,

and the combustible is forced back into thev reservoir. K

1t willlbe understood that the reservoir 15 and the main pump feeding the same may be entirely dispensed with, but it is preferred to employ thepressure reservoir, especially with engines having a high number ofrrevolutions. If' the reservoir' is omitted, the

valve 17 works as an ordinary suction valve,

which arrangement applicable where a main reservoir for combustible situated at a great height is available. The stroke of the piston 13 of the measuring pump may be' 'arranged to be -variable by any known deinvention and thebest means I know for carrying the same into practical e'ect, I

' 1. In a uniform pressure internal combustion engine, the combination with the cylinder anda piston', of a valve controlling the admission ofcompressed air, mechanism to deliver fuel to the cylinder and mechanism to open said valve just before the piston has reached its dead point at the end of its com-Y pression stroke, and to hold saidvalve open during a portion of the power stroke.

Y 2. In a uniform pressure internal combus- -tio'n engine, the combination with the cylinder and piston therein, of a valve controlling the admission of compressed air, a fuel- .feed control device having a valve, mechanism operated from a moving element of the Havingthus described the nature of this A.

and its piston; of a valve controllingtheadmission of compressed air, awfuel reservoir containing fuel under pressure, a pump having its feed and delivery ends connected to the reservoir, valves controlling said eonneo tions, one of said valves being a by-pass valve a pipe (connecting the delivery end of the pump to the cylinder, a valve on the engine io control the supply of fuel thereto, nieehanisln to simultaneously operate and time. the opening and closing of said air and fuel valves, and means to operate said pump from a moving element of the engine.

4. In a two-stroke uniform pressure, internal combustion engine, the combination with the cylinder' and piston thereof; of a valve to control the admission of air and a valve on the engine to control the admission of fuel thereto while the air admission valve is open, `valve mechanism to open said valves just before the piston has reached its dead point at the end of the eon'ipression stroke, und to hold said valves open during a portion of the power stroke.

In testimony whereof I have signed my name to this specification in the presence o'l two subscribing witnesses.

` ADOLF VOGT. Vitnesses:

EDWARD GARDNER,

T. J. OsMAN.

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