US1119432A

US1119432A - Internal-combustion engine.

Info

Publication number: US1119432A
Application number: US82367814A
Authority: US
Inventors: Otto Kerscht
Original assignee: Individual
Current assignee: Individual
Priority date: 1914-03-10
Filing date: 1914-03-10
Publication date: 1914-12-01
Anticipated expiration: 1931-12-01

Description

O. KERSGHT.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MARJO, 1914.

Patented Dec. 1, 1914.

W /mm gig 5% MW m attomug OTTO KERSCHT, OF DETROIT, MICHIGAN.

INTERNAL-COMBUSTION ENGINE.

marinas.

Specification of Letters Patent.

Patented Dec. 1, 1914.

Application filed March 10, 1914. Serial No. 823,678;

{To (ZZZ whom it may concern:

lilo it known that I, -OTTO Knnscn'r, a citizen oi" the United States of America, residing at lletroi t, in the county of Wayne and State of Michigan, have invented certain new and useful Improvements in Internal- Combustion Engines, of which the following is a specification, reference being bad therein to the accompanying drawings.

The invention relates to internal combustion engines of the semit-Diesel type, and it is one of the objects of the invention to utilize the heat of combustion for pro-heating the air which is subsequently compressed to produce automatic ignition.

in the drawings: Figure 1 is a vertical longitudinal section through the engine;

Fig. 2 is a section on line ae-w Fig. 1 Fig.

3 is a section on line 'y-g and Fig. is a section on line 2-e.

A is the engine casing which is formed with the cylinder chamber B'containing the piston C, and a cylindrical valve chamber 1) having its axis parallel to the axis of the cylinder and piston. E is a pump piston within the cylindrical chamber 1), and F and G are pitman or piston rods connecting the pistons C and E with the crankshaft H.

To utilize the heat of combustion in preheating the air, the wallsof the engine casing are hollow and are provided with a pinrality of passages as follows: In the wall surrounding the lower part of the cylinder B is a passage 1 having an inlet port I near its lower end, and after passing part way around the cylinder communicating with a port 1 This port is so located that when the piston C is at the upper end of its stroke a port C therein will register with the port l for the admission of air from the passage ll into the crank case chamber. The piston C has formed in its head a passage J having the inlet ports J in its bottom wall and an outlet port J in its peripheral wall, which is adapted, when the piston is at the lower end oi it stroke, to register with a port it: comniunira'ting with the passage K in the inner wall oi the cylinder, or between the power cylinder l3 and the valve cylinder D. This passage li'. extends upward and cone niunicatesei through a port ll? with an are nular passage l1 extending about the upper i the cylinder ll, or that portion which l by the piston when at the downtoo 11] is provided with a strip L, and upon the opposite side of the passage K and separated therefrom by the division strip M. The passage M extends downward to the lower end of the cylinder and there communicates through a port M with the cylinder D when the piston E in said cylinder is at the upper end of its stroke, said port being covered by the piston during its downward stroke. The pisort N, which, when at the downward end 0 its stroke, registers with the port connecting with the passage N, which exteuds up to the upper end of the cylinder and communicates by a lateral passage N with an annular chamber N in the head of the cylinder. This chamber communicates by ports 0 with a valve chamber 0 containing a check valve P, which is held toits seat by a spring P. The arrangement of parts just described is such that during the operation of the engine, air is first drawn in through the passage I and through the ports I and C when in registration, into the crank case chamber, the suction produced by the upstroke of the piston causing the movement. Upon the down-stroke of the piston the air within the crank case is compressed, and when the ports J" and K register, this compressed air is forced first through the passage J in the piston and then through said registering ports into the passage K and through the port K into the passage L. After passing around the cylinder in this passage L the air passes through the port L and downward through the passage M to the port H, which, when uncovered by the piston E, admits the air into the lower part of the cylinder D. Upon the downstroke of the piston E the air in said cylinder is further compressed, and when the port N registers with the passage N this compressed air is premitted to pass through said passage N, lateral passage N and annular passage N to the ports 0 and valve case 0, opening the valve P against the tons-lion oil the spring l? and entering the cyliinlor it. This occurs when the piston (l at the downward end oi its stroke, and. upon the return stroke oi? this piston the air contained within-tho cylinder is further compressed until it reaches a temperature suitable for ignition.

The oil or other liuuiil tool which in till in theengine, first enters a passage Q in thewall of the cylinder D, and after passing downward enters throu h a port Q into said cylinder above the piston E. This piston is provided centrally with a plunger E engaging a bore in a head R fixed within the cylinder D, and above this head It is a piston valve S sliding in the cylinder 1).. This valve S has a port S at one side thereof, which is adapted to register with a port T leading into the main cylinder B. There is also a second head U fixed in the cylinder D above the piston valve S and forming a clearance chamber U thereabove.

In operation the retraction of the piston E will pump oil or other liquid fuel into the cylinder 1), forcing it upward against the valve S until the latter registers its port S with the port T. The valve S in its downward direction is moved by the suction created on the lower side thereof. The displacement of the plunger E during the upward stroke of the piston E will then force the desired quantity of oil through the port'T into the cylinder 13. This occurs during the time in which the piston O is on its power stroke and the heat due to the high compression of the air will cause automatic ignition of the fuel which will be burned during said power stroke, combustion being supported by the air returning from the chamber U through the port U By means of the construction above described, the air which is used to support combustion is gradually heated by being passed successively from the cooler to the hotter parts of the walls of the engine casing, and is then further compressed by the fiston E and delivered into the cylinder Here the upward stroke of the piston C gives the final compression which produces the automatic ignition of the oil entering through the port T. Thus I utilize the heat of combustion which would be otherwise wasted, in raising the tempera ture of the air before its final compression. The valve P is preferably mounted in a casing V which is removably secured in the cylinder head, and thus whenever it is necessary to re-seat this valve it may be easily detached for this purpose. To further utilize the waste heat of the engine the are haust conduit is formed in the hollow wall and extends around the lower end of the pump cylinder before escaping to the ex.-

ternal atmosphere. As shown W is the ore .haust port in the engine cylinder which is uncovered by the piston when at the lower end of its stroke. W is a conduit leading downward from the port ll within the hul low walls, and. W is a latcrally-extending conduit which passes about the pump cylhidcr to the port /V This permits the heat in the combustion gases to be communiarted to the cylinder wells and to air heated air into the passages therein. I also preferably provide means for scavenging t e cylinder from burnt gases, comprising a port X in the cylinder connecte by a passage X with the port X in the crank-case chamber. This permits a small portion of the compressed air in the crank-case to pass u to I the port X when the latter is uncovers by the piston, and the air thus admitted sweeps around a deflector X and drives the remnant of burnt gases out through the exsively forcing air through said passages from the cooler to the hotter portions of said walls and finally forcing the air into the power cylinder, and means actuated by the pump piston for also forcing the fuel into said power cylinder.

'2. An internal combustion engine, comprising power and pump cylinders having hollow walls forming air and fuel passages, a piston in said ower cylinder coiiperating with ports therein for forcing air through said hollow walls progressively from the cooler to the hotter portions thereof, and a piston in said pump cylinder for forcing the ower cylinder during the compression stro re of the power piston and for forcing the fuel into said power' cylinder during the power stroke of the piston.

3. An internal combustion engine, comprising power and pump cylinders having hollow walls forming air and fuel passages, a piston in said power cylinder cohperating with ports therein for forcing air through said hollow wall from the cooler to the hotter portions thereof, a piston in said pump cylinder for forcing the heated air into said power cylinder during the compression stroke and for forcing the fuel into said power cylinder during the power stroke, and a chamber into which the air from said power cylinder is ejected during the compression stroke and from which it returns to commingle with the fuel during the power stroke.

4t. An internal combustion engine, comprising power and pump cylinders provided with hollow walls forming air and fuel pas sages independent of each other, a piston in said. power cylinder coiipcrating with ports therein for forcing air through said hollow walls from the cooler to the hotter portions thereof, and a double acting piston. in said pump cylinder operating on one side thereof to force the heated air into said power cylinder and operating on the opposite side there of to for ca the fuel into said cylinder.

flail} internal combustion engine, com-- iii-id prising power and pump cylinders having hollow Walls forming air and fuel passages, a piston in said power cylinder cooperating with ports therein for-forcing air through said hollow Walls from the cooler to the hotter portions thereof, a double acting piston in said pump cylinder operating on one side thereof to force the heated air into said power cylinder and operating on the opposite side to force the fuel into said cylinder, and a valve in said pump cylinder operated by said piston and controlling the admission of fuel into the power cylinder.

6. An internal combustion engine, comprising power and pump cylinders provided with hollow walls forming air and fuel passages, a divided crank case having the chambers thereof respectively communicating with said power and pump cylinders, a piston in said power cylinder cooperating with ports therein and with said crank case chamher. for forcing air through said hollow walls from the cooler to the hotter portions thereof, a double acting piston in said pump cylinder' operating on one side thereof in con junction with the connecting chamber of the crank case for forcing the heated air into said power cylinder and operating uponthe opposite side to propel the fuel into said cylinder, a chamber into which the air compressed in said power cylinder during the compression stroke is forced and from which it returns during the power stroke and a valve for controlling the admission of fuel into said power cylinder during the power stroke to commingle the same with said returning air to eflect combustion.

7. An internal combustion engine, comprising power and pump cylinders provided with hollow walls forming air and fuel passages, a piston in said power cylinder cooperating with ports therein for forcing air through said hollow walls from the cooler to the hotter portions thereof, a piston valve, and a double acting piston in said pump cylinder operatin on one side thereof to force the heated air into said power cylinder, and operating on the opposite side thereof to force the fuel into said piston valve.

In testimony whereof I afiix my signature in presence of two witnesses.

OTTO KERSCHT.

Witnesses:

JAMES P. BARRY, HENRIETTA E. BOWMAN.