US1100974A - Engine. - Google Patents

Description

J. HARRINGTON, DECD.

A. HARRINGTON. EXBCUTRIX ENGINE- 1100974 APPLICATION FILED IUNE3,1912, Patented June 23 \VI TNESSES: INVENTOR UNITED srArEs PATENT un on.

JOHN nnnnineron, or MOUNTAIN VIEW, cnmronmnynnmnna c. HARRINGTON.

EXEGUTRIX 0F SAID JOHN HARRINGTON, DECEASED.

ENGINE.

Specification of Letters Patent.

Patented June 23, 1914.

Application filed June 8, 1912. Serial No. 701,184.

construction of the engine and its valve gear, whereby the engine is thoroughly scavenged to remove burnt gases, and in a special arrangement of the gas-controlling valve, and in the provision of means in the engine case for permitting the rapid inlet of a large quantity of compressed air into the combustion chamber and for watercooling the exhaust valve.

It also comprises details of construction which will be more fully explained by reference to the accompanying drawing in which the figure is a central, vertical cross section of the engine.

A form of the engine is illustrated in the drawing and is shown as consisting of an engine casing, having an upper combustion and compression chamber 2, in which is reciprocable a piston 3 adapted, when in its lowermost position relative to the combustion. cylinder 2, to run upon guiding ribs or bearings 4, of which a suitable number may be provided; there being formed between'the sides of the ribs segmental air passages or chambers 5 formed in an enlarged portion 6 of the casing. The chambers 5 communicate with a compression chamber 7 in the crank case 8 of the engine.

At one side of the crank case Bis provided a suitable inlet valve 9, so that during the upward stroke of the piston 3 a charge of air will be drawn into the compression chamber 7, and which charge will be subsequently com ressed during the downward stroke of the piston 3.

In the present instance the stroke of the piston 3 is designed to besufiicient to uncover the upper endsof the air chambers 5 as the piston approaches its lowermost position, so thatcompressed air from the compression chamber 7 will rush into the com bustion chamber 2 of the engine; the area of the opening formed by the piston'3 at the upper ends of the chambers 5 between the ribs 4 preferably being considerable, so that a large volume of air from the compression chamber will rush directly around the upper end of the piston into the com-- pression chamber; the inrushing air displacing the burnt gases which are permitted to escape through an annular or other suitable port 10 which is formed at the head of the cylinder 2.

For the purpose of opening and closing. the annular port or other ports 10 at the proper period, I provide a balanced, annular, ring-like sleeve or valve 11, having a working fit with a seat 12 which is water cooled; the upper end of the valve 11 being adapted to cover or uncover the eduction port 10 formed onthe cylinder head; the interior of the valve forming an initial combustion chamber surrounding the nozzle 17 Manifestly, the annular valve 11 may be reciprocated in proper time to open or close the port 10 by any suitable form of mechanism. In the present instance I have shown the valve 11 provided with projecting trunnions 13, connected by rods 14 to and operable by a suitable cam structure 15, driven by any appropriate connections with the crank-shaft 16 of the engine. In this type of engine a hydrocarbon liquid fuel is introduced into the uppermost small part of the combustion chamber by a suit able spray ornozzle 17 fixed in the head of. the cylinder 2;, the fluid being injected through the nozzle under suitable pressure, and the nozzle 17 serving for the purpose of partially atomizing the fuel which is sub sequently expanded by combustion, when ignited, in the combustion chamber 2. Manifestly any appropriate means may be employedv for injecting the liquid fuel through the nozzle 17, and inthe present instance a force pump 18 is shown and operated by the cam-shaft 19-.

For the purpose of obtaining eflicient compression on the upward stroke of the piston3 of the air which has been adm tted from-the chamber 5 when the piston 1s in its lowermost position, an extension or protuberance20 is formed on the upper end of the piston and this is adapted to approach the initial combustion chamber within the valve 11 when the piston runs to its uppermost position.

The cycle of operation of the engine and the movement of the valve is as follows:' \Vhen the piston 3 is in its lowermost position, as shown, it has exposed the upper ends of the chambers 5 which communicate with the compression chamber 7 so that the air which has been compressed in the latter chamber rushes into the Combustion chamber2; the burnt gases being expelled through the port or ports 10 in the head of the cylinder, and the ports having been opened somewhat before the upper end of the piston 3 crosses the upper ends ofthe air passages 5. In other words, the valve 11 is depressed as the upper end of the piston 3 approaches the edges of the air passages 5; this initial opening of the port 10 by the valve 11 permitting the gases in the combustion chamber 2 to escape so that the pressure thereof will be reduced to less than the pressure of air in the air chamber 7. Then as the piston 3 traverses the upper ends of the air passages 5, the compressed air from the chamber 7 will rush into the combustion chamber 2 which is at this time opened to communicate with the atmosphere through the uncovered port 10. i

On the subsequent upward stroke" of the piston 3 its initial movement will cover the ends of the air passages 5, and for a certain remaining portion of the upward stroke of the piston the valve 11 will remain in such a position as to leave the portsuncovered, so that all of the burnt gases in the upper part of the combustion chamber 2 will be expelled; when atagiven time the valve 11 will be operated to cover the port or ports 10, and thereafter during the remaining portion of the'upward stroke of the piston 3 the air which was previously admitted over the piston, by uncovering the air passages 5, will be compressed. At approximately the time the piston 3 reaches its uppermost limit of movement, a charge of liquid fuel will be injected through the spray device 17, by the pump 18, and the sprayed fuel will be ignited, and the force of expansion will operate to drivethe piston 3 downwardly until the latter approaches the upper ends of the air passages 5; when at a given time the valve 11 will be actuated to uncover the ports 10 so that the burnt gases will, by their own pressure, partly escape through the ports 10, and subsequently as the piston 3 passes the ends of the air passages 5 the inrush of fresh air into the combustion chamber will further scavenge the same.

The advantages of the present invention are thattI am enabled to produce one power stroke for each revolution of the crankshaft 16, and I am ena. led to dispense with amultiplicity of complex valves and their respective operating mechanism, and employ 1n lieu thereof a simple sliding valve or sleeve having a small range of movement and which is positively driven so that it may be accurately. timed for operation during the proper periods with relation to the movement of the piston of the engine.

By the provision of a suitable number of ribs or bearings 4 of such depth as to form comparatively largeair chambers or passages 5 between their sides, I am enabled to introduce in the combustion chamber very quickly, a large volume of air compressed to such a degree as to effectually displace the burnt gases of the engine chamber 2, so that the latter is thoroughly scavenged and at the same time a charge of fresh air is obtained in the combustion chamber, which charge is compressed to the requisite degree by the upward stroke of the piston 3. The efiiciency of the engine may be increased by. the provision of a lining 21 of some highly refractory material such, for instance, as corundum.

Combustion starts initially in the chamber of the balanced valve-11, the interior sur her, the upper edge of the chamber being so disposed that when the piston is in its lowermost position the upper edge of the chamber is in free communication with the combustion chamber, a plurality of ribs arranged within the lower portion of the cylinder and forming guides upon which the piston travels when it is in the lower portion of its stroke, the head of the cylinder being provided with a substantially annular projection open at its outer end to form an eduction port through which burnt gases are expelled by the inrush of compressed air admitted over the piston from the compressed air chamber when the piston is in its lower .most position, a sliding valve mounted in the head and adapted to cover and uncover said eduction port at a predetermined time with relation to the movement of the piston, and an inlet for the fuel located concentrically within said annular projection.

2. In an internal combustion engine, the combination of a combustion chamber, an annular member projecting from the head of said chamber said member being open at its outer end to form an eduction port, a valve for closing said eduction port, an inlet for fuel located within said annular mem- In testimony whereof I have hereunto set her, a piston slidable in the combustion my hand in the presence of two subscribing 10 chamber, a projection on the piston adapted. Witnesses.

to enter the annular projection an air compression chamber co-axial with said combus- JOHN HARRINGTON tion chamber, and ports forming a connec- Witnesses:

tion between the two chambers when the JOHN H. HERRING,

piston is at the end of its Working stroke. GENEVIEVE S.. DoNELm.

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