US1101913A - Internal-combustion engine. - Google Patents

Description

T. I. PAY.

INTERNAL COMBUSTION ENGINE.

APPLIOATION FILED nov. 29, 1913.

Patented June 30,1914.

2 SHEETS-SHEET 1.

T. J. FAY.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED NOV. 29, 1913. 1,101,91 3. Patented June 30,1914,

2 SEEETSSHEET 2.

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THOMAS J. FAY, OF NEW YORK, N. Y.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented June 30, 1914.

Application filed November 29, 1913. Serial No. 803,661.

To all whom it may concern Be it known that I, THOMAS J. FAY, a citizen of the United States, residing at the city of New York, in the borough of Brooklyn and State of New York, have invented certain new and useful Improvements in Internal-Combustion Engines, of which the following is a full, clear, and exact description.

This invention relates to internal combustion engines, the primary object being to provide means whereby the non-volatile or low volatile hydrocarbons may be efi'ec tually used as a fuel in the operation of such engines.

In engines which require the vaporization of the hydrocarbon before it enters the engine cylinders, it is necessary where kero sene and other non-volatile fuels are used to supply some means for heating as well as for mechanically dividing up the liquid fuel, in order to reduce it to a condition such that when combined with air it will become an explosive gas. To do this it has heretofore been proposed to utilize the heat from the water-cooling system of the engine and also of the exhaust gases from the engine. Satisfactory results have not, however, been accomplished by these methods because in the case of the water system, the maximum heat available is only 212 F., which is not sufficient to accomplish vaporization with sufiicient speed to meet the requirements of the engine, and in the case of the exhaust gases, the available heat is not sufiiciently steady or continuous to afford even or uniform vaporization, this being due to the fact that changes in the rapidity of explosions in the engine are accompanied almost immediately by changes in the temperature of the exhaust products. With such rapid temperature changes, uniform gasification of the fuel cannot be obtained.

My invention contemplates the use of a suitable oil in the place of water in the cooling system of the engine and provides means whereby the portions thereof which come in contact with the most highly heated parts of the engine are se arated from the main body ofoil and utilized to initially heat and vaporize the non-volatile hydrocarbon fuel. After giving up a portion of its heat in this way, this portion of the oil joins the main body of cooling oil and passes through the radiator where its temperature is still further reduced. The

main body of cooling oil which comes in contact with the less highly heated portions of the engine are caused to circulate through the radiator and engine cylinders by a different .path from that of the more highly heated portions and is thereby kept comparatively cool andwill maintain the temperature of the cylinder Walls at a degree not too high for eflicient action.

Engines operating with non-volatile oils usually have to-be started with gasolene or other hi hly volatile hydrocarbons, which is objectionable. It is therefore a feature of my invention to provide a means whereby, during the starting operation, the working mixture is ignited before it reaches the workin cylinders of the engine, thereby furnishingheat to the surrounding metal without burning the working mixture suflicient to prevent it from doing a measure of useful work after it passes on to the working cylinders. The area of the intake is so regulated that the rate of flow of the mixture is faster (in the direction of the working cylinders of the engine), than the rate of flame-travel in the mixture. The result is that, while the heat of the'burning mixture is given up to the surrounding metal, back-firing through the carbureter orifice is prevented, and the working mixture, while it is burning, enters the working cylinders and performs a measure of useful work. As soon as initial heating is accomplished, the induction ignition is turned off, and the engine operates in the regular way.

In the accompanying drawings, Figure 1 represents a plan of an internal combustion engine equipped with the mechanism comprising my invention; Fig. 2 is a vertical section through a portion of an engine cylinder, the carbureter and the preheating devices.

Referrin cylinder 0 an engine, 2 the crank shaft, 3 the piston in said cylinder, 4 the intake port to the cylinder controlled by the cylindrical slide valve 5 and a throttle 6. The intake port 4 communicates through the pas- 1) the latter receiving its supply of fuel from a suitably located tank 12. The sprayer 9 is located in a Venturi tube 13 to which air first to Fig. 2, 1 indicates the is admitted through openings 14. Attached to the upper end of the 'Venturi tube is a cylindrical drum 15, having heads 16 and 17 at its respective ends, in which are fitted open-ended tubes 18, for the passage of the fuel mixture to the passage 19, which leads to the manifold 8. The drum 15 is pro vided with an inlet pipe 20 and an outlet pipe 21, which permits of the circulation of a 1i uid through the drum and around the outside of each of the tubes 18. p

Referring now to Fig. 1, 22 indicates a casting containing 4 cylinders, one of which is supposed to be the cylinder. 1 illustrated in Fig. 2.. :The crank shaft is indicated at 2, the fly wheel thereon by 23, the radiator forthe cooling system by 2 1, and 25 indi-' cates a liquid pump mounted to be driven from a shaft receivin its power fromthe main shaft of the engine. The suction side of this pump connects with the pipe 26, which leads into the upper part of the casting 22 and extends through the chamber 27 above the head of each cylinder, where it is provided with a bell shaped mouth 28 facingtoward the head of the cylinder and in lose proximity thereto} The pressure or outlet side of the pump 24 connects with pipe20 which as before stated, leads to the u per end of the heater 15, the pipe 21 leading from the heater'to the radiator 24. Between the pipes 20 and 21, there is a bypass 29 controlled by a bypass valve 30, located in the pipe 20 and by means of which more or less liquid flowing'from the pipe 20 to the heater 15 can be diverted from the latter directly to the radiator. The space for cooling liquid around the cylinder communicates with the radiator through an inlet pipe 31 and an outlet pipe 32, the latter preferably entering a reservoir 33, attached to and communicating with the radiator so. as to provide for a large body of liquid in the cooling system.

It is understood that the hottest portion of an explosive engine cylinder is the cylinder head and inasmuch as the cooling liquid which comes in contact with the cylinder head is the hottestpart of the entire body of cooling liquid, the pump .25 which draws the cooling liquid from this region therefore separates it from the remainder and forces it through. the heatin drum 15. After passing through this drum, the liquid passes to the radiator where it joins the main body of cooling liquid and is reduced to even temperature therewith. By means of the by-pass and valve 30, the hot portions of the cooling medium are separated from the main body of the liquid, regardless of whether it all passes through the heater or not; in this way the temperaturerof the main body of liquid is kept low.

The main body of the cooling liquid is caused to circulate or siphon through the radiator and the cooling jacket of the engine and since this main body of the cooling liquid is separated from the hottest portions of the liquid, by the action of the pump 25, it is evident that the main body of liquid will not rise to as high a temperature as it would if it were not separated from the hotter portions. I prefer to use oil as a cooling medium instead of water. By using oil, I am able to take advantage of temperatures higher than 212 Fahrenheit, which will be imparted to. that portion of the oil immediately above the cylinder heads and am at the same timeable to maintain the sides of the cylinders and other portions of the engine casting at temperatures at or below 212 because of the additional quantity of oil supplied by the reservoir 33 and of the fact that thisportion of the oil is not subject to the hottest parts ofthe engine. The oil that reaches the heater 15 being at a very high temperature will'rapidly convert the spray of kerosene or other non-volatile hydrocarbon, passing through the tubes 18, into an explosive gas, the heating will be substantially uniform and continuous while the en ine is running, and sufficiently high to gaslfy the fuel, to meet the requirements of the engine under its widely varying conditions of load.

I have shown at 34, a spark plug set into the assage 19, leading to the intake manifold. This plug represents any form of igniting means whereby the hydrocarbon vapor and. air passing to the engine may be ignited. This preliminary burning of the .mixture, is resorted to only when the engine is to he started cold and isto b continued only'untllthe heat generated in the cooling liquid by the operation of the engine will render this preliminary burning unnecessary. On account of the-low temperature of the mixture and "of the surrounding metal parts, the mixture will burn comparatively slowly, the movement of the mixture toward the heater under the suction of the engine,

being in fact more rapid than the travel of the flame" so that a portion of the mixture temporary use of gasolene or other highly volatile fuel,

It will be seen that with the aid of the by-pass valve 30, the heat communicated to the drum 15 can be controlled.

By utilizing oil as the coolingagent and separating the hottest portion of the oil from the remainder, I am able to rapidly gasify the non-volatile fuel and at the same time, maintain the engine at its most eflicienttemperature.

By circulating the hottest parts of the oil independently of the parts which are less hot, I am able to reduce the temperature of the hottest part to that of the part less hot, before they are mixed in the radiator and this is accomplished in the heater, which exchanges its low temperature of evaporation for the high temperature of the oil. I am not only thus able to efficiently cool the engine, but have the additional advantage of the low freezing point of the oil to prevent freezing of the cooling medium in cold weather.

Having described my invention, I claim:

1. In an internal combustion engine provided with a cooling jacket, a cooling medium in said jacket and two circulatory systems for said medium, one of said systems conveying a portion of the medium of higher temperature than the remainder, in combination with a fuel supply to said engine, and means whereby the cooling medium of higher temperature will heat said fuel supply.

2. In an internal combustion engine provided with a chamber for a cooling medium, a cooling medium in said chamber, consisting of a body of oil, a pipe opening into the chamber at a point opposite the head of the cylinder or cylinders of the engine, a fuel heatenand means for forcing the oil from said plpe into the fuel heater, substantially as described.

3. An internal combustion engine provided with a cooling jacket around its cy inder, a pipe entering said jacket and having its open end located closely adjacent to the head of said cylinder, a fuel heater to which said pipe leads, a radiator, a body of cooling liquid in said jacket and radiator,

and means for maintaining two circulatory paths for said oil, both of which include the jacket and radiator and one of which only includes said pipe, substantially as described.

4. The combination of an internal combustion engine, a fuelheater therefor, a circulating cooling medium for the engine, means for mamtaining two clrculatory paths for said medium, one of which only includes said fuel heater and a controllable by-pass connecting said paths and leading around said heater.

5. An internal combustion engine provided with a body of liquid as a cooling 'me- Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. G."

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