US1124157A - Internal-combustion engine using liquid fuel. - Google Patents

Description

A. M.. LOW. INTERNAL GOMBUSTION ENGINE USING LIQUID FUEL.

APPLIUATION FILED JAN. 9, 1913.

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APPLICATION FILED JAN. 9, 191s.

1,1 24, 1 57, Patented Jan. 5, 1915.

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A. M. LGW. INTERNAL GUMEUSTIUN ENGINE USING LIQUID FUEL.

APPLICATION FILED JAN. 9, 1913.

Patented Jan. 5, 1915.

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lila# .n al in @FGE Specification of Letters Peteur.

latented Jan. 5, 1915.

application fue@ January e, :unav seran no. 740,935.

tion engines is based on the known prine ci use of the engines ovvn heat 'for @rising the fuel in a chamber into which 1f liquid is introduced against the pressure b the vapor generated introduced therein and f into the engine by its own pressure While ythe pressure in said chamber remains consta-nt, or substantially so.

lhe pressure in the vaporizing chamber is .nsedto regulate the supply of liquid fuel thereto, this being accomplished according to the present invention by controlling a by- 'pass cooperating with a pump iyhich pumps the liquid fuel into the vaporizing chamber, which ,torni a jacket to the Working cylinder, the surplus of liquid fuel not needed 'for vaporization being delivered through said ley-pass,

means Jfor controlling the passage of vaporized fuel from the vaporizing chamber to the cylinder comprises a manually adjusted rotary valve ot such a character that the fuel while being introduced into the engine may have its quantity regulated and the period during ivhich the fuel ismtroduced may also be regulated so that the time relation to the stroke) at which the entrance commences may be separately varied at will at all times uring the running or' the engine. The portion of the stroke or period at which-firing takes place yand the average pressure or the explosion may be varied. The controlling means employed also insure cooling oi the vaporized fuel to such an extent that self-ignition will not take place.

A construction of engine according to this invention is illustrated in the accompanying drawings, the liquid Jfuel being vaporized ina acket around or partially around theV cylinder, and the admission of the vapor to the cylinder being controlled by an adjustable valve of rotary type.

Figures 1 and Q are elevations of the one and other side of the engine respectively,

and Fig. i is a section perpendicular to the axis of the crank shaft, and Fig. 4 is a Side view of a valve structure for manually controlling the vapor How from the vaporizing chamber to the engine cylinder.

1 rey resents the cylinder, Q the cylinder head, 3 the piston, 4 the crank-shattand 4 the crank-pin; 6 is the air .admission valve, 7 the exhaust-valve, 5 the half-time shaft for operating said valves, 8 theexterior sleeve and 9 the interior sleeve of' the manually controlled vapor admission vali` e, the sleeve 9 being operated from the crank-shaft el to give the inlet and cut oil' of vapor at the proper times in relation to the piston stroke by means of sprocket Wheels 8C, 8d and chain 8b.

10 is a Water jacket for the cylinder head and 10a designates `the aperture in the cylinder head for the usual ignition plug.

11 is jacket partially surrounding the cylinder 1 and intended forvaporizing the volatile oil under pressure.

@il is supplied from the tank (not shown) through pipe 12b to a union 12`in communication With the pump barrel 13 containing plunger 23 whence a chamber 14 leads by pipe 15 to the jacket 11 and by a passage 16, acting as a 1oy-pass, back to the tank through pipe 16". rlhe ley-pass 16 is controlled by a valve 1'? in chamber 14, said valve being held on its seat by springs 1S and 19, coiled about the valve stein 17a, the pressure of said springs being adjustable by means of the nut 20. v

A plunger 22 operated by the pressure prevailing in'the jacket 11 abuts on the end of the stein 17l of valve 17. Then the pressure in chamber 11 reaches such a point that the pressure on the plunger 22 is suflicient to overcome the counter-pressure of the springs 18 and 19, the valve 17 will be capable of opening, and, assuminqr that there is no counter-pressure exerted upwardly on the underside of valve 17, as will be the case during the suction stroke or' the pump plunger :28, the valve 17 ivill leave its seat and upon the next force stroke of the-said plunger the fuel Will be delivered past the valve l'T to the bv-pass 16 leading back to the tank. lThis condition Will continue until the pressure in chamber 11 has fallen suliciently to permit the springs 18, 19 to close the valve 17,4 whereupon the fuel will be forced into the jacket 1l against the pressure prevailing thereinand be vaporized by the heat derived from the cylinder 1. To prevent back-pressure in chamber 14 from jacket ll an anti-return valve lL is valve sleeves 8, 9, in accordance With the movements given to said sleeves and the manual adjustment thereof by means of the levers 8a, 9s' which may be operated from any convenient point, one of said sleeves beingangularly adjustable and the other longitudinally, thus for example the 'vapor enters the interior of the sleeve 9 through a port 9b which coacts with channel 11B and passes out through so much of the length of the slot 24 therein as the' longitudinal adjustment of the sleeve 8 on the sleeve 9 permits to be open vinto the slot 25 in said sleeve 8, whence it passes through port 26 into the combustion chamber of the engine.

In Fig. l I have illustrated as an example, means for producing the longitudinal adthe sleeve is provided With a boss 8e which is provided in its circumference with a quick turn helical thread 8t with which engages a pin or equivalent 8g on a collar 8h en circling said boss and operable by the hand lever 82l so that by axially rotating said collar through a small angle a corresponding amount of longitudinal displacement of the sleeve is produced.

AThe collar is mounted between abutments 8, a ball bearing 8j being preferably interposed between the collar and one of said abutmentsand a spring 8k is provided bearing against the opposite end of the sleeve.

The timing of the admission in relation to the stroke is regulated by angular adjustment of the sleeve 9, and the variation of timing of opening is given by causing said sleeve 9 to lag behind or pass in advance respectively cf its position normally imparted thereto by the transmission gear 8b, 8, 8d, above referred to.

The commencement. of the admission may correspond with the spark timing of an ordinary engine.

On the other side of the engine is shown an oil-pump having plunger 27 for drawing lubricating oil from the crank case 28 by pipe 29 and supplying it by pipes 30,31 to the valve 8, 9, and the crank shaft bearings' respectively.

The pump plungers 27 and 23 are oper ated from the half-time shaft 5.

What I claim as my invention and desire to secure by Letters Patent of the United States is 1. In an internal combustion engine, a vaporizing chamber heated by the engine and lhaving an outlet to the engine cylinder,

means for feeding liquid fuel into said chamber, and means controlled by the pressure in said vchamber for regulating the feed of liquid fuel into said chamber.

2. In an internal combustion engine, avaporizing chamber heated by the engine and having an outlet to the engine cylinder, means for feeding liquid fuel into said chamber, manuallyv adjustable means for regulating the quantity and time of admis sion of vapor from said chamber into the cylinder, and means controlled by the pressure in said chamber for regulating the feed of liquid fuel into said chamber.

3. In an internal combustion engine, a vaporizing chamber adapted'to be heated by the engine, and having an outlet leading to the cylinder, means for delivering liquid fuel to said chamber from a source of sup ply, a return conduit for returning liquid fuel to the source, and means controlled by the vapor pressure in said chamber for causing the liquidl fuel supplied in excess of the engine requirements to flow through said return conduit. A

Ll. In an internal combustion engine, the combination' of a vaporizing chamber heated by the heat of the engine and having outlet to the cylinder thereof, a pump for supply of liquid hydrocarbon to said vaporizing chamber, a by-pass in communication With said source of supply and a spring loaded valve actuated by excess of pressure in the vaporizing chamber to open communication between the' pump and by-pass for return of surplus hydrocarbon not needed for va;-

^ porization to said source of supply. 1

said source of supply, and a manually adjustable valve communicating With said vaporizing chamber for separately and inde` pendently 'controlling the quantity and time of introduction of vaporized hydrocarbon to the engine.

6. In an internal combustion engine the combination of a vaporizing heated by the heat of the engine and having chamber outlet to the cylinder thereof, means for supply of-liquid hydrocarbon to said cham' ber from a source of supply, a valve acted on by excessive pressure 1n the vaporizing chamber, a bypass controlled by said valve -l for return of surplus hydrocarbon not needed for veporization to saidsource of supply, and a valve structure located between the vaporizing chamber and cylinder and capable of manual adjustment to separately and independently control the quantity and time of introduction of vaporized fuel from the vaporizng chamber to the cylinder.

7. In an internal. combustion engine the combinatien o a Vaporizing chamber heated by Lhe n of the engine and having outlet to the raler thereof, a pump for suppl)1 of lic hydrocarbon to said Vaporizing chamber, a by-pass in communication with said source of supply, a spring loaded valve actuated by excees of pressure in the vaporizing chamber to o en cornmunication between the pum an by-pass for return of surplus hy rocarbon not needed for vaporization to said source of supply, `and a valve comprising elelnents each capable of independent manual ad3ustment to Separately control the uantity and time of introduction of vaporlzed fuel to the cylinder.

In Witness whereof I have signed this specification in the presence of two witnesses.

ARCHIBALD MONTGOMERY LOW.

'Witnesses H. D. JAMESON, O. J. WORTH. Y

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