US1161354A - Combustion-engine. - Google Patents

Description

W. A. SORG. comausnow ENGINE.. APPLICATIO N FILED'MAR. 2. I914 Patented Nov. 23, 1915.

3 SHEETS-SHEET l COLUMBIA PLANOORAPH $0.. WASHINGTON D c w, A. sons. COMBUSTION ENGINE. APPLICATION FILED MAR. 2. 1914.

1,161,851. Patented Nov. 23, 1915,

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1 #lforngzy W. A. SORG.

' COMBUSTION ENGINE.

APPLICATION FILED MAR. 2. 1914.

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snares rarnivr or WILLIAM A. SORG, 0F MINNEAPOLIS, MINNESOTA, ASSIGNOR, BY MESNE AS$IGNMENTS, TO FREDERICIiG. BRADBURY, TRUSTEE, OF DULUTH, MINNESOTA.

COMBUSTION-ENGINE.

Specification of Letterslatent.

Patented Novi23, 1915.

Application filed March 2,1914. Serial No. 821,910.

To all whom it may concern.

Be it known that 1, WILLIAM A. Sons, a citizen of the United States, residing at Minneapolis, in the county of Hennepin and State of Minnesota, haveinvented a new and useful Improvement in Combustion-Engines, of which the following is a'specifi tion.

An object of this invention is to provide an internal combustion engine of that type in which air and fuel'assume a position and arrangement in separate strata in the combustion chamber previous to ignition and during the combustion of fuel, with means for automatically feeding air and fuel successively into said chamber, whereby said strata are adapted to be formed.

A further object of this invention is to provide in combination with an engine of the class set forth, means for automatically governing the amount of fuel admitted into the combustion chamber in direct ratio with the load on the engine and thoroughly atomizing it to produce the most efiicient and economical results.

More particularly the valve mechanism forming the subject matter of this application is applicable to that class of combustion engines set forth in my companion applications Serial Number 821,908, filed by me on the 2nd day of March, 1914, Serial Number 321,909 filed on the 2nd day of March,-1914, Serial Number 821,911 filed on the 2nd day of March, 1.914, and Serial Number 657,057, filed by me on the 27th day of October, 1911.

In the accompanying drawings forming part of this specification, Figure 1 is a longitudinal section through part of a combustion engine forming the subject matter of my invention; Fig. 2 is an end viewand Fig. 3 is a plan.

In the drawings A indicates a reciprocable element which is in the form of a hollow cylindrical piston closed at itshead end and connected bv a pitman 2 to the crankshaft 3, said crank shaft being journaled in bearings 4 upon the base 5 of the engine structure. The piston end of the pitman is journaled on the pin 6 which is seated upon a pair of bosses 7 formed integral with said 1 head end, said bosses in turn being formed with lateral supports 8 which are secured to hearing blocks 9. These blocks are adapted to slide longitudinally in a pair of guide bearings which are meuntedupon the base i of the structure. The piston is fitted to reclprocate over a cylinder element 13 having a long tube 11, upon one end of which a bearing element C is mounted, said parts forming a long tubular combustion chamber into the free end of which air and fuel mixture are admitted by the valves 12 and 13 and the spent gases are exhausted by the valve 14.

The bearing element C is in the form of a chambered casing having a cylindrical outer surface formed by theside 15 and a flaring inner surface formed by the inner wall 16, the chamber 17 being provided with port passages 18.and 19 to circulate a cooling medium such as water through the bearing and thus cool the cylindrical surface over which the piston is adapted to reciprocate. The wall 15 onwhich the piston is mounted is provided with the expansion rings 20 seated in annular grooves 21 to produce a gas tight sliding connection between the pis ton and bearing. The bearing element is fastened on the inner end of the tube 11 by means of stud bolts 22 on the exposed end of the bearing and secured through the flange 22 formed integral. on the tube. An annular shoulder 23 is formed in the outer end of the bearing in which the end of the tube is seated to assist in forming a tight joint and in preventing'lateral movement of the bearing on the tube. The outer end of the tube is formed with suitable laterally projecting 'incasements 26, in which the valves 12 and 14 are held in opposite position to move laterally, the valves 12, 13 and 14 being puppet valves which areadapted to open by being depressed. A suitable valve cage 24 in which the stem 25 of the valve 12 is slidablv mounted is secured in one of the lateral incasements 26 by bolts 27, said cage being formed with air ingress openings 28 whichpermit of air passing into the tube when the valve 12 is opened. The valve 12 is seated on the inner end of the cage and is adapted to be closed automatically by the spring 29 on the outer end of the valve stem and compressed against the cage below the nut 30. The exhaustvalve 14 is mounted in a similar manner to the valve 12 in the side wall of the outer end of the tube excepting that it is seated at 31 directly in the wall of the tube and that no cage such as 24 is employed. The diameter of the cage 24 is sufiieient'to oermit f the insertion of the closed automatically. The incasement in which the exhaust valve is seatedis formed with a water jacket which produces a chamber 36 having ports 27 and 38 to circulate a cooling medium such as water through the incasement around the exhaust valve to prevent the latter from becoming overheated. The cooling chambers 36 and 17 are connected by a tube 39, so that the same cooling medium may be employed for cooling the beari-ngelement and the exhaustvalve and the upper portion of the chamber 17 is connected bya tube 40 with a port 41 in the upper portion of the incasement to provide an exit or supply passage out of the path of the piston for the cooling medium which is em loyed in said chamber.

The fuel mixture valve 13 is seated at the outer end of the tubein a manifold casing 42, which is threaded into the end of the tube and'adapted to be connected to a source of fuel supply. The stem 44, tube 11,'bearing C and piston A are all co-axially arranged, the stem 44 being adapted to slide in the manifold casing asthe valve 13 opens and closes. stem 44 is provided with a flanged nut 45 below which an expansion spring 46 is compressed against'a nut 47 threaded on a nipple 48, said nut being adapted to clamp an upwardly projecting supporting arm 49 on said nipple. The tension of the spring 46 is less than the tension of the spring 29, so that during the suction stroke-of the piston, the valve 13 remains closed while the valve 12 is mechanically opened, the valve 13 being adapted to open immediately upon the valve 12 closing during said stroke. In this manner airand fuel mixture are successively admitted into the tubeand are caused 'to form in strata with the inert gas remaining from "theprevi'ous cycle of operation of "the engine near the inner end of the tube, the fuel assuming a position at the outer end and the air interposed between the inert gas and fuel, said elements thus assuming strata formation in the combustion chamber when ;compressed and after ignition. The means for igniting the fuel mixture is of ordinary construction and consists of the usual spark plug such as 50 located in the wall of the combustion chamber near the fuel valve, said spark plug being adapted thereby to positively ignite the fuel stratum at one end and cause it to burnslowlyin the tube and exert a=continuousforce against the piston during the working stroke.

:In order :to operate the valves 12, 13 and The .outer projecting portion of the 'motion from any convenient force such as a countershaft 51 journaled in suitable bearings 52 on the base 5, said shaft being operatively connected to the crane. shaft such as by the intermeshing spiral gears 53 and 54. The valve 12 is opened by a rocker arm 55 pivotally mounted between its ends on a sup port 56 upon the top of the cage 24, the other end of said arm being freely connected to a trip arm 57 by a connecting rod 58, said trip arm being pivoted upon a portion of the base 5, and its free end provided with an antifriction roller 59, which bears upon a com 60 carried by the counter shaft 51. By this means the valve 12 is opened periodically and during the earl ortion of the suction stroke of the piston. The counter shaft 51 is made to revolve once during every cycle of operation of the engine and the valve 12 remains closed excepting for the period stated. The exhaust valve is opened automatically by a rocker arm 61, which is pivoted between its ends upon the base 5 with one end bearing against the outer end of the exhaust valve stem 32. said arm is provided with an antifriction roller 62 which rides upon a second cam 63 carried by the counter shaft 51. The cam 63 is so designed that every time the counter The other end of shaft 51 makes a revolution the exhaust valve is opened and retained in open position for a suflicient period of time during the scavenging stroke of the piston to relieve any spent gases from the combustion chamber. In order to automatically regulate the amount of opening of the valve 13, a stop in the form of an arm 64 is pivotally hung from the support 49 with its free end in the path of the inward motion of the flange on the nut 45, so as to limit the inward sliding movement of the valve. The stop arm 64 has its inward swinging movement regulated by means of the screw 65, which is threaded horizontally and longitudinally of the engine through the support 49. One end of this screw defines the amount of movement of the stop arm 64 and the other end is turned by a series of interconnected arms 66, 67 and 68, said arm 68 being pivoted be tween itsends upon a support 69 the base of the machine, tiltably connected to the 70 of a speed governor 71. ernor may be of any and has its revoluble driven element 72 operatively connected to the drive shaft 51 or any other suitable driving part of the engine. The driven element 72 carries the weighted governor arms 73 which are pivoted thereto 'with their extensions 74 presscarried by ing down upon the driven element 70 against spring pressure in the usual manner. As the engine operates any variation of load effects the speed of revolution of the counter shaft and any increase in speed of the counter shaft effects the governor by causing its driven element 70 to move and transmit the resultant force developed by any increase in speed to the stop arm 6% which in turn has its movement reduced, thus limiting the opening of the valve 13. Decrease in speed of the counter shaft caused by a heavy load on the engine acts in the opposite manner by permitting the valve 13 to open Wider and admit more fuel mixture into the end of the tube. This automatic control of the amount of fuel in connection with the admission of air into the tube to form the gas, air and fuel mixture in separate strata produces highly efficient results in the operation of the engine and automatically regulates the speed of the engine, whereby there is scarcely any fluctuation, when either heavy or light oils or other fuel are employed.

The long tube employed prevents the fuel such as kerosene, crude oil, gasolene and alcohol from coming into contact with the bearing surfaces between the piston and cylinder, and gumming or forming a deposit on said surfaces, thus reducing eiiiciencyof operation of the engine. The fuel admitted by the fuel valve is adapted to vaporize by the hot surface of the tube and need not be previously vaporized or pro-heated or mixed, the tube forming an efficient vaporizer of heavy and light fuel oils and alcohol. The air being admitted into the tube in the manner described for chilling the surface of the tube and carrying dead gases forward, thus preventing pre-ignition of the fuel. It therefore followsthat the ignition of the fuel is positively timed which obviously is an advantage. The fuel it will be noted has uniform velocity through the fuel valve under varying loads owing to the automatic operation of the fuel valve. This is an advantage because the vaporizing of the fuel in the tube always remains constant, and is also adapted to work greater efiiciency of operation of the engine. 1 v

In accordance with the patent statutes I have described the principles of operation of my invention together with the apparatus which I now consider to represent the best embodiment thereof, but I desire to have it understood that the construction shown is only illustrative and that the invention can be carried out by other means and applied to uses otherthan those above set forth within the scope of the following claims.

Having described my invention, what I claim as new and desire to protect by Letters Patent,is:

l. A combustion engine, comprising, in combination, a piston element, a stationary element having a long tube forming an elongated combustion chamber and a bearing element on said tube upon which said piston element is slidably mounted, said bearing element being suitably chambered to circulate a cooling medium therethrough to reduce, temperature, means for admitting a fuel charge in the form of a stratum in the outer end of said tube, means for admitting air ahead of said stratum of fuel mixture in said tube, means for automatically governing the amount of fuel mixture admitted into the tube, means for igniting the fuel charge near one end of the tube and means for exhausting spent gases from the tube.

2. A combustion, engine, comprising, in combination, a piston and cylinder in re ciprocable connection, said cylinder consisting of a long tube having a bore of materially less diameter than the diameter of said piston and having valved ports in its outer end through which a1r and fuel mixture are admitted in separate strata in said tube and spent gases are adapted to be exhausted, means for automatically causing the valve port admitting air to open and close in advance of the opening and closing of the fuel port, whereby the inner surface of the tube is chilled and dead gases are carried forward, a piston bearing element sep arably mounted upon the inner end of said tube and upon which said piston is slidably mounted, said bearing element being chambered to circulate cooling medium therethrough and means for igniting the stratum of fuel mixture in said tube, said tube being adapted by the heat developed through the burning of the fuel mixture therein to rise in temperature and assist in vaporizing the fuel therein.

3. A combustion engine, comprising, in combination, piston and cylinderelements in reciprocable connection, said cylinder element having a long tubular combustion. chamber valved to admit air and fuel successively and exhaust spent gases, the inner diameter of said tubular'structure being materially less than the diameter of the work ing space of said piston whereby the con tents of said working space and the mixture charge in said tubular chamber are prevented from mixing before ignition, said cylinder member also'having a chambered bearing upon said tubular structure upon which said reciprocable member is slidably mounted, the chamber in said bearing being passaged to circulate cooling medium through said bearing and means for automatically opening said air and fuel valves in succession to form a stratum of air and a stratum of fuel in said tube and means near one end of the tube for igniting said stratum of fuel.

4:. A combustion engine, comprising, in combination, piston and cylinder elements in reciprocable connection, said cylinder ele tit ment being formed by a long tubular structure and a chamber bearing upon which said reciproeable member is slidably mounted, the chamber in said bearing being passaged to circulate .cooling medium through said bearing and said bearing being detachably mounted on an end of said tubular structure and having a passage therethrough, cooperating with the chamber in said tubular T structure to form a combustion chamber, the

outer end of said tubular structure being provided with fuel mixture ingress and exhaust valved passages and the side of said tubular structure having a valved ingress passage adapted to admit air into the side of said combustion chamber, means for automatically open ng the a1r valve in advance of the fuel valve whereby a stratum of air is formedin said tubular structure in advance of a'stratum of fuel, means for automatically regulating the amount of opening the diameter of said cylinder whereby the fuel is adapted to be contained fully within the combustion chamber in the form of a long column previous to ignition, a valved inlet inthe outer end of said tube adapted to admit air into the combustion chamber, a valved inlet adapted to admit fuel mixture in the outer end of said combustion chamber and a valved outlet near the outer end of said combustion chamber adapted to exhaust spent gases, meansfor opening the air and fuel valves and means for opening the air valve and permitting it to close automatically to admit a stratum of air in advance of a stratum of fuel mixture in the combustion chamber, said fuel valve being adapted to open automatically during the suction stroke of the piston after the stratum of air has been admitted to maintain uniform velocity of the fuel through the fuel valve at -nirying loads, means for automatically regulating the amount of opening of the fuel valve in direct ratio to the speed of the piston and means for igniting the fuel charge near the outer end of the combustion chamher.

6. A combustion engine, comprising, in combination, a piston and cylinder in reciprocable connection, the latter being formed with a long tubular combustion chamber having a bore of materially less diameter than the diameter of said piston, said tube having on its outer end air, fuel and exhaust valved passages adapted to admit a stratum of air and a stratum of fuel mixture in said tube during the suction stroke of the piston and to exhaust spent gases during the scavenging stroke of the piston, means for open ing the air inlet valve and causing the fuel valve to open automatically after the air valve closes, whereby a stratum of air and a stratum of fuel mixture are formed in said tubular chamber, a governor actuated by said engine having a movable stop adapted to define the amount of opening of said fuel valve in direct ratio to theload on the engine, and an igniter near the outer end of said combustion chambertimed to positively fire the charge of fuel.

7. A combustion engine, comprising, in combination, a piston and cylinder in reciprocable connection, said cylinder having a long tubular combustion chamber adapted to contain the entire fuel charge before ignition, said tube having valved air and fuel ingress and exhaust ports, a spring adapted to yieldingly close said fuel valve, an arm pivoted to cause its free end to define the amount of opening of said fuel valve, a screw adapted to adjust the amount of throw of said arm to regulate the amount of opening of said fuel valve, and a governor actuated by the engine and connected to said screw to adjust its position in direct ratio to the load on the engine.

In testimony whereof, I have signed my name to this specification, in the presence of two subscribing Witnesses.

WILLIAM A. SORG.

Witnesses:

STELLA L. lVAsoHENBnReEn, F. G. BRADBURY.

Copies of this patent may be obtainedforfive cents each, by addressing the ,Gommissionerof Pateu'r Washington, D. G.

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