US1162423A

US1162423A - Internal-combustion engine.

Info

Publication number: US1162423A
Application number: US79543413A
Authority: US
Inventors: John F Wentworth
Original assignee: Individual
Current assignee: Individual
Priority date: 1913-10-16
Filing date: 1913-10-16
Publication date: 1915-11-30
Anticipated expiration: 1932-11-30

Description

1. F. WENT WORTH.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED OCT- I5, I913.

1,162,423. I Patented Nov. 30, 19 15.

6 SHEETS-SHEET I.

J. F. WENTWORTH.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED OCT-16.1913.

Patented NOV. 30, 1915.

6 SHEETSSHEET Z.

5 S w T. I W

J. FQWENT'WORTH.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED OCT. I6. I913.

Patented Nov. 30, 1915.

6 SHEETS-SHET 3- WITNESSES:

Patented Nov. 30, 1915.

6 SHEETS-SHEET}- TOR I. F. wemwo'nm.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED OCT. 16, l9l3.

- '1. F. WENTWORTH. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED OCT-16.1913. I 1 162 423, Patented Nov. 30, 1915.

6 SHEETS-SHEET 5.

' WITNESSES.- I Z glA/VENTOR/ J. F. WENTWORTH.

INTERNAL comsus'non ENGINE.

APPLICATION nuan ocT. 16. I913.

Patented Nov. 30, 1915;

6 SHEETSSHEET 6.

VVENTOR. we'inw Q WITNESSES.-

6 m f; I

JOHN F. WENTWORTH, OF ROCHESTER, NEW HAMPSHIRE.

INTERNAL-COMBUSTION ENGINE.

- Specification of Letters Patent.

Patented Nov. 30, 1915.

Application filed October 16, 1913. Serial No. 795,434.

To all whom it may concern:

Be it known thatI, JOHN F. Wnrz'rwoa'rn,

legal. resident of Rochester, New Hampshire, at present residing at 27 Miller Stile road, Quincy. Massachusetts, have invented certain new and useful Improvements in Internal-Combustion Engines; and I do declare the following to be a full. clear, and exact description of the invention. such as will enable others skilled in the art to which it appertains to make and use the same.

This invention consists of a series of changes from the present heavy oil engine which follows the Brayton engine in construction and the de Rochas theory in principle. The engine here shown can be warmed up with steam before starting in order to reduce stress caused by sudden increases of temperature. The time of admission of the fuel can be altered in order to vary the speed of the engine. The engine can be reversed by the use of the type of cam rollers shown, which will prevent the valve mechanism from becoming locked in one position. A form of double cam is shown to enable the admission valve to be positively controlled in its closing. A form of tank is shown on the fuel line to enable the fuel to be fed to the pump under temperature above normal or pressure or both. This tank is fitted with steam coils in order to diminish the viscosity of the fuel. The tank is also connected with a source of pressure in order that the fuel may flow freely to the fuel pump when the'fuel supply is below the fuel pump or wheii the fuel has a considerable viscosity and at the same time a low flaslr point which would make it unwise to heat the fuel. The arm of this invetnion is to produce an engine which will enable any grade of fuel to be used without extensive adjustments. The preparation of the fuel is accomplished in this tank and is as essential for the production of an all around engine as certain of the other features to be described later. These elements namely, valve control, timing, and fuel preparation can be used in connection with an engine having the Brayton form of fuel feed.

These improvements are shown applied to an ordinary four cycle engine with the conventional type of fuel pump, etc., to show that these improvements are adaptable to the present conventional engine. In addition to the above improvements there are shown forms of fuel valve and fuel feed radically different from the basic Brayton idea. This form of fuel valve utilizes pressure along to spray the fuel into the cylinder and the power developed depends upon the length of time the fuel valve remains open. This arrangement will do away with the use of compressed air to feed the fuel and'the use of a separate fuel pump for each cylinder.

Figure 1 is a plan of a four cylinder engine, Fig. 2 a side-elevation of same engine and Fig.3 an end elevation of same engine. Fig. 4 a. means for varying the time of operation of the valves on lndividual cylinders. Fig. 5 shows by diagram how this variation is effected. Fig. 6 shows how the timing of the fuel valves are changed in unison. The same arrangement will serve to change the time of closing of the admission valve. The starting and exhaustvalves in a four cycle engine need no altering. Figs.- 7 and 8 show construction of an admission valve cam'to enable the valve to have a fixed opening and variable jclosing. Fig. 9 shows the forin of cam roller with a flexibility to prevent the locking of the engine when reversing. Fig. 11 is a diagram of -piping and shows arrangement of the water tank, circulating pump andwater jackets in order that the engine may be warmed by external means and gradually cooling water injected into the jackets. Fig. 10 an oil settling and preparatory tank in which the oil can be warmed and fed to the fuel pumps under pressure to counteract the lag of the fuel due to its viscosity. Fig. 12 is a new type of fuel valve and Fig. 13 is an arrangement of fuel piping, pump and fujel valves.

The numerals refer to the same elements in all figures.

1 is the crank case, 2 the cylinders, 3 the cylinder heads, 4 the starting valves, 5 the fuel valves, 6 is the steam generator for supplying starting energy and for heating the fuel and the cylinders when the engine is cold, 7 are the exhaust valves and 8 the admission valves.

9 is the hand wheel for controlling the timing of the fuel valve and 10 the hand wheel for controlling the length of time the admission valves remain open, 11 is the reverse lever and 12 the auxiliary lever. The reverse lever is provided with catch and rack in order to secure the lever in the four positions, forward, forward starting, reverse starting and reverse. The auxiliary lever is provided with three positions of stop, 1st disengaged, 2nd rollers relieved from cams and 3rd rollers relieved from cams and starting valves opened on all cyl inders provided with starting valves.

13 is the tappet rod for the fuel valve, 14 the tappet rod for the starting valve. 15 is the tappet rod forthe admission valve and 16 for the exhaust valve. The valve cam shafts are located at 17 and 18. Fig. 8 17 is shaft for the fuel and starting valves and 18 for the admission and exhaust valves. The cams are placed on the cam sleeves which are slidable along the cam shafts, 17 and 18. The tappet rods are operated by levers bearing rollers which follow the cams. This construction is shown in Fig. at.

In Fi g. d is shown the arrangement Where by the final adjustment of the engine is a complished. This is principally design for control of the fuel admission although the main admission valves may be controlled in the same manner. 19 is the cam sleeve carrying the fuel and starting earns, 20 is the fuel camflll the roller for this cam. This roller is carried by lever 22 suspended at one end from a link 23. The lever end of link 23 is controlled by rod 24 which is lie d out from the crank case by a spring 25 and the spring is compressed by action of the hand wheel 26. The action is, if it is found that one cylinder fuel valve has become clogged and the injection is tardy, causing the engine cylinder to fail to do its work, then by means of hand Wheel 26 the cam roller 21 can be pulled across the shaft so that it will meet the cam earlier or later and hence the action of the valve he hastened or retarded. This means can not be used for large variations in the valve action. placing the cam roller from a position directly over the center of the cam shaft so that the point of contact of the roller will be down one side or the other of the cam. The tappct rod 13 should be pinned to the end of the lever 22 at 27 so as to allow the roller to be pulled across the shaft but not to have play along the shaft.

The basic idea is a means of dis 4 nieaaee In Fig. 5 28 shows the normal position of the cam rollers and 29 an advanced position of the cam rollers.

Fig. 6 shows the way the fuel cams are advanced or retarded. 30 is the gear keyed to the cam sleeve and driven from the crank shaft 31 by the intermediate gears 32 shown in Fig. 3. The cam sleeve 19 has a portion 33 which-is compelled to rotate with 19 but not to slide along the cam shaft. 3+1 is a hand wheel with a sleeve attached. This sleeve is threaded with a square threadto fit a similar thread in crank case 1. As the hand wheel 31 is turned it advances in to or out of the boss on the crank case 1 according to the direction of rotation. As 3:! moves in the direction of the center line of the shaft, 33 is carried along with it by means of the ring out in 33 and the pin 35 as shown. By means of a spiral key and keyway as shown at 36, any motion of 33 along the shaft 17 causes a rotation of the cam shaft with regard to the cam sleeve 19 and hence varies the position of the fuel cam with regard to the rest of the cams. The cam shaft is held from sliding by the shoulder or foot 87 and the cap or plate 38 bolted to the-crank case 1. Reversing, etc. is accomplished by means of the lever 11 gripping the cam sleeve 19 by means of the groove and pin as shown at Connection from the fuel cam 20 to the cam shaft 17 is made by means of a collar d() on the shaft which has to slide with the cam sleeve and 'rb'tate with the cam shaft. The fuel cam 20 is secured to this collar by means of a pin which passes through an opening made for it in the sleeve 19.

The variation of the opening of the ad mission valve is accomplished by a cam of varyinglength. Fig. 7 shows a plan of this cam and Fig. 8 an end elevation. i-l is the leading face of the cam and is secured to the sleeve 41 by screw %5. 43, the following face of the cam, is secured to collar 42 by screw 46. Collar 42 is forced to revolve with shaft 18 by means of key shown but not numbered. The following edge of the cam 43 advances upon the leading edge 44 by -the same arrangement which advances or retards the fuel cam as shown in Fig. 6. In this-Way the admission valve is always opened at a constant point (unless the position of the roller be varied by an arrangement such as shown in Fig. 4) and the closing of the valve takes place at a point depending upon the working length of the cam. 43 shows the following edge advanced so as to give an early closing of the admission valve.

In a multiple cylinder engine if reversing is accomplished by means of sliding cams along the cam shaft, in certain positions the cam rollers will strike the cams as the sleeve tion.

cam by. the roller is again brought back to memes is slid along the shaft with the result that it.

will be impossible to reverse the engine. As fast as one cam of a set moves around and frees its roller another cam of the set may present an obstruction. Fig. 9 shows how this objection can be overcome without resorting to the method of swinging the tappetrods which allows the engine to run without any controlling influence for the transition period.

In Fig. 2'3 shows the roller yoke. The cam roller 21 is carried on a.sleeve 4S and 48, is carried on a pin 47. The sleeve 48 bears against one side of the yoke and the roller 21 bears against the shoulder of 48,

. 21 is held against-t8 by the spring 50 and 48 is held against "22 by means of the stronger spring 49. N ow when in reversing a cam strikes the roller sidewise in either direction the roller is displaced and all the cams allowed to slide in the desired direc- As soon as the rotation has carried the its normal position by the springs l9 and 50. It can be locked here if desired and held rigid except when the engine is reversing. This locking device is not shown in any form.

Fig. 10 shows an arrangement for using fuel of very high specific gravity. fuel which will flow with difficulty under ordinary conditions. 51 is the fuel pump also shown in one form in its location on the engine in Figs. 1 2 and 3. 52 is the settling tank and fuel reservoir, which is pressure tight so that the fuel can be fed to the fuel pump under pressure. 53 is a gage to indicate the pressure. (30 is an air line from an air supply to enable the air pressure in tank to be regulated, if there be compressed airhandy. 5% is a fuel supply pipe by means of which the fuel can be kept at any desired level which level would be indicated by the gage glass 59. The means for feeding .the fuel to the tank is not shown. It would be a steam pump hand controlled in large engines and under the control of a Water tender or oiler. 55 is a steam coil in the oil reservoir for warming the oil and making it flow better. 56 is the steam pipe from the

boiler

6 and 57 is a return pipe to said .boiler (3. 58 is the oil pipe from the fuel tank 52 to the fuel pump 51. 56 is a thermometer to enable the temperature to be regulated at will and with intelligence. v

No particular invention is involved in the fuel pump 51. It is simply a plunger in .a barrel with suction and discharge check valves. It is now customary to provide one barrel and a set of valves for each cylinder. This has been shown in Fig. 1. The applicant proposes however to show an arrangement whereby one pump will do for all the cylinders on the plant. Invention is claimed cating the drawings.

in the use of one pump to do the Work of several. 1/

Fig. 11 is a diagrammatic arrangement of the piping to and from the water jackets. No attempt is made to show this in its entirety in Figs. 1, 2 and 3 to avoid compli- 61 represents the jacket space on the main engine cylinders. 62 a water heater, 63 a boiler preferably 6 of Figs. 1. 2. and A steam pipe 74 leads from the boiler to water jacket of the main engine cylinders and to coils in the water reservoir 62 with drains T5 and 76 from the jackets and coils in 62 back to the boiler. 64 is a circulating pump and represents the motive power for said pump 64:. 77, T9, 78 and 80 represent water piping. 66, GT. (38. (39. T0, 71, 73. 81 and 82 represent valves on said steam and water piping. No skill is needed above ordinary intelligence to lay out this piping or to install the same.

The idea of operation is as follows: Assuming an engine of large power installed in a vessel where it is desired to use low pressures of compression. Such a vessel would either sail on schedule or be in readiness to sail at any time. Steam pressure would be kept up in boiler 63. A reasonable time before starting the jackets would be drained of water and warmed with steam from boiler 63. At the same time steam would be turned through the coils in the water tank 62. Valves 6?. 68. 81 and 73 would be opened and "alves 6G, 82, (39. T0, 71 and 72 would be closed. In this way the engine would be heated with steam and a body of water would be heated besides. Now assume the engine has been properly warmed and ready to start, cut the steam off from the jackets and coils in' 62 by closing valves (37. (38. S1 and T3. Open valves 71. (36, 8'2 and 9 and start up the circulating pump 64 by means of the auxiliary power (35. By this means hot water will be pumped through the circulating pump '64 to the water jackets on the engine and back again to the hot water tank. As the temperature of this water begins to rise as a result of explosions in the cylinders gradually begin to close, valves 69 and 71 and open valves and 72 on the branches of the water piping leading to the main body of cooling water till finally all the jacket water is from the main body of cooling water or from the sea in marine plants.

In Fig. 12 5 is the fuel valve as a whole composed of its body. a valve rod 85 with its seat at 86, its gland and packing at 87, a bell crank 88 engaging a nut 89 on valve rod or stem 85. There is a yoke or bracket 90 and a spring Sl'acting onnut 89 and reacting against the yoke 90 to hold the valve rod ontd its seat at 86. 1 is the tappet rod, 92 is a special form of washer with e.

lever attached as shown at 93. This washer is composed of two spiral faces and the bell crank 88 has lugs 94 with faces to match these spiral faces on 92. The bell crank is fulcrumed at 95. 104 is the fuel pipe.

The operation is that with 93 moved toward the foreground the lugs 94 will tend to drop and bell crank 88 carrying lugs 94: will break .contact with nut 89. Now when the roller 21 in Fig. 4 rises over the valve cam the valve will just be unseated and allow a small jet of fuel to enter the cylin der. In the reverse action of the lever 93 all the play of the tappet rod can be taken up so that the fuel valve will remain open from thetime 21 begins to lift till it begins to close. Oil is maintained at a constant pressure in the oil line and hence the amount of fuel injected will depend upon the length of time the fuel valve is open. Fig. 13 shows the general arrangement for this type of fuelfeeding. 96 is a hydraulic pump capable of supplying the fuel overload capacity of the cylinders of the plant. 97 is an air chamber on the line .to keep the pressure more even, 98 is a gage to register the pressure, 99is a relief valve which can be set at any desired pressure and which can be adjusted from the outside without taking down any oil piping. 100 is the handle of rod 101 which is connected with the levers 93 on all fuel valves. 102 is a cut off valve for emergency use. 103 are valves to cut out the individual cylinders if necessary.

0pemtz'0n.Pump 96 can be driven by the engine with hand operating means or a small priming pump. All fuel valves in the starting position will be closed. Upon starting thepump 96 oil will be pumped into the closed line and air chamber 97 will be filled, compressing air till the required pressure is obtained when the oil will lift the by pass or relief valve 99 and flow back into the supply. Regardless of the capacity of the pump the desired pressure in the oil line can not be exceeded. As the fuel valves lift and inject fuel into the cylinders the oil will be replaced by the fuel pump. A marine plant of any number of cylinders can be operated by one pump, or in the case of large cylinders a battery of fuel valves can be installed on each cylinder and all 0 erated from the same high pressure fuel line. The desired pressure would depend upon the type of engine or compression carried and upon the grade of fuel burned.

General operation of the engine-1f there were no pressure in the engine, start the fuel pump till the required pressure is-registered on the gage. by the use of the steam and also warm the water tank. Lift the rollers from contact with the cans by means of the auxiliary lever 1.2. By an extra depression of this lever open all starting valves and as soon as the Warm the cylinders engine begins to rotate, let the lever come to its intermediate position and when the engine is up to speed slide the cam sleeves into the running position by means of the lever 11. Regulate the load by the length of opening of the valves 5 as controlled by the rod 101 shown in Fig. 13.

To run on partial load advance the closing of the admission valve and shorten the time of fuel feeding. To run dead slow or emergency slow speed advance the closing of the admission valve to the end of the suction stroke in a four cycle engine, use the full preheat, that is heat the incoming oil as hot as possible, as provided in other application Serial No. 633,834 filed June 11th, 1911, and which can be obtained from the boiler 6 or otherwise, and retard the fuel injection as- Well as shorten the time of fuel valve opening. As soon as the engine is running at any desired condition bring 1ever 12 to its top or disengaged position.

To reverse, bring the fuel injection to its normal position. Depress the auxiliary lever to its 1st position, carry the reverse lever for forward running position to starting forward and to reverse starting. Hold the reverse lever at reverse starting till the engine has reversed and acquired the needed speed when it can be thrown into the reverse running position. With the fuel feeding arrangement shown. Figs. 12 and 13, no attention need be paid to the fuel pump.

Having thus described my invention what I claim as new and desire to secure by Letters of Patent is:

1. In an internal combustion engine the combination with cylinders, pistons, means for admitting air to the cylinders, fuel valves, means for feeding the fuel to the fuel valves, means for discharging the products of combustion from said cylinders and means for-starting said engine consisting of a steam boiler, a starting valve on said engine, a pipe connecting said boiler and valve with means for operating said valve, of means of warming said cylinders before the ngine is started consisting of a steam supply to the jackets and a drain back to the boiler for the condensed steam.

2. In an internal combustion engine of the non-volatile type using a pressure of compression below that necessary to ignite the fuel when the engine is cold, the combination with cylinders, pistons, means for admitting air to the cylinders. fuel valves, means for feeding the fuel .to said fuel valves, means for feeding the fuel substantiany at the end of the compression stroke and means for starting the engine, of means for warming the engine cylinders before starting and of cooling the cylinders gradually by the introduction of warm water with a gradually decreasing temperature.

3. In an internal combustion engine of the type in which the fuel is ignited by the temperature of the charge into which said fuel is injected but in which the full pressure of compression is insuflicient to ignite the fuel when'the engine iscold, the'combination of the following elements, a cylinder, a pis ton, a fuel pump, a fuel valve, a jacket space provided for said cylinder, means for causing the atmospheric air to be taken into. the cylinder, means for causing the injection of the fuel into the cylinder at substantially the end of compression, means for causing the products of combustion to be discharged from the cylinder at the end of the expansion stroke and a steam generator and piping, necessary piping valves connecting said steam generator with said jacket space whereby the contents in said jacket can be maintained at any desired temperature.

4. In an internal combustion engine of the type in which the fuel is ignited by the temperature. of the charge into which said fuel is injected but in which the temperature of compression in a cold cylinder is insufiicient to ignite the .fuel, the combination of the following -elements, a cylinder, a piston, a fuel valve, a fuel pump, means for causing atmospheric air to' enter said cylinder, means for causing the injection of the fuel at substantially the end of the compression stroke, means for causing the products of combustion to be discharged from said cylinder, a steam boiler, a starting valve on said cylinder, jacket space provided for said cylinder, from said boiler to said jacket space, pipefrom saidboiler to said starting valve, means for coordinating these, elements so said cylinder may be warmed by the admission of live steam to said jacket and the engine started by the admission of steam to the cylinder as a steam engine. would be operatedand also after starting that the engine may be operated from the effect ofifuel admitted to the cylinder in the normal internal combustion engine cycle.

5. In an internal combustion engine of the type in which the fuel is ignited by the temperature of the charge into whichit-is injected but in which the temperature of. compression in a cold cylinder is ,insutficient to ignite the fuel, the com ination of the, following elements, a cylin er, ajpiston, a fuel pump, a fuel valve, means for admitting air to the cylinder for compression, means for discharging the products-of com bustion, means for varying the amou'ntpf air compressed per stroke, a jacket Space provided for said cylinder, means for regulating the temperature of the contents 'of said cylinder jacket while the engineifs running as well asbefore the-engine starts, an

intermediate fuel reservoir in which the.

will and means for varying the timing and the duration of the fuel injection over a small range at substantially the end of the compression stroke.'

6. In an internal combustion engine of the type in which the fuel is ignited by the temperature of the charge into which it is njected but in which the temperature of compression in a cold cylinder .is insuflicient to ignite the fuel, the combination of the following elements, a cylinder, a piston,

- a fuel pump, a fuel valve, means for taking atmospheric air into said cylinder, means for discharging the products of combustion from said cylinder, a steam generator, a jacket space surrounding said cylinder, means for allowing the circulation of the contents of said steam generator through" said jacket space and said steam generator, means whereby the products of combustion shall be caused to circulate through said steam generator and means whereby the injection of the fuel shall take place'at substantially the end of the compression stroke. 7. In an internal combustion engine of the type in vwhich the fuel is ignited by the temperature of the charge into which it is injected but in which the temperature of compression in a cold engine is insuflicient to ignite the fuel, the combination of the following elements, a cylinder, a piston, a, fuel pump, a-fuel valve, means for taking atmospheric air into said cylinder, means for exhausting the products of combustion from said cylinder, a steamgenerator, a jacket space surrounding said cylinder, means for allowing the circulation of the contents of said steam generator through said jacket space and said; steam generator, means whereby the products of combustion shall be caused to' circulate through said steam generator and: means whereby the injection of the fuel shali'take place at substantially the end 'of the compression subject to a slight variation in timmg and duration at the will of the operator.

8. In an internal combustion engine the combination with jacketed cylinders, jacketed cylinder heads, pistons, means for admitting air for compression, fuel valves whereby the fuel may be delivered to the cylinders in the form of a spray, a fuel pump, means for discharging the products of combustion, a fuel tank, a steam supply and means whereby the fuel in the tank can be raised to any desired temperature from the steam supply.

9. In an internal combustion engine the combination with jacketed cylinders, pistons, means for admitting air for compression in said cylinders, fuel valves and operating mechanism whereby the fuel may be delivered at substantially the end of the compression stroke, means for discharging the products of com nation from said cylinders, starting valves, a fuel pump, such a ratio of clearance to piston displacement that the fuel will be ignited by the temperature resulting from compression, a steam supply for starting said engine connected both with the starting valves and with the jacket spaces whereby excessive condensation may be prevented during the starting messes 1 cycle and means whereby the temperature of the contents of said cylinder jackets may 10 be regulated during the working cycle of the J OHN F. WENTl/VORTH.

Witnesses: I JAMES A. POTTER, CHARLES S. ADAMS.

engine.