US1200007A - Internal-combustion engine. - Google Patents

Description

A. F. MOHR.

INTERNAL COMBUSTION ENGINE. APPLICATION FILED APILZI. I9Is.

1,2%072 I Patented OCI. 3,1916

l* IIIIIIIIIIIIIIIIHIIN A. F. MoHB. INTERNAL COMBUSTIUN ENGINE. APPLICATION FILED APILZI. I9I3.

1 ,20-0,007. Patented oet. 3,1916.

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ALBERT F. MOI-IR, OF MILWAUKEE, WISCONSIN, ASSIGNOR T` INTERNATIONAL HARVESTER CORPORATION, A CORPORATION 0F NEW JERSEY.

INTERNAL-COMBUSTION ENGINE.

To all whom t may concern:

Be it known that I, ALBERT F. MoHR, a citizen of the United States, residing at Milwaukee, in the county of Milwaukee and State of Wisconsin, have ihvented certain new and useful lImprovements in Internal- Combustion Engines, of which'the following is a full, clear,\and exact specification.

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linter-nal combus- This invention relates to tion engines. i y

lVith the increasing demand for internal combustion engines adapted to burn the relatively heavy fuels, such, for instance, as kerosene and solar oil, engineers have given a great deal o f attention to thel design of carbureters or mixers for such engines. However,y some features, such as the relation of the mixer to the combustion chamber and general cooperative arrangements of the various parts, have been, to a. certain extent,

In the first place, it is necessary to have a good mixerl which can deliver to the 'combustion chamber the proper mixture and the quantity of the explosive under all conditions to meet the require ments for successful commercial operation. It is a well known fact, that more attention has to be given tothe supply and proportioning of the ingredients of an explosive mixture where some of the heavier hydrocarbons are used as fuels. IVhere such heavy fuel oils are used, taking kerosene for example, under certain operating conditions rit is necessary to supply water therewith to prevent a too rapid {iame propagation, the latter being the cause of knocking or pounding in the engine cylinder. The admission of water to the explosive mixture must, therefore, be properly controlled. Of great importance also is the control of the proper amount of air which forms part of the explosive mixture. As the heavy fuel burning engines are usually started on comparatively light oils, such as gasolene, for reasons well known, such engines should be properly vequipped to supply both heavy and light fuels by means of some simple and compact arrangement. Again, in this jype of engine where liquid fuel is used, such liquid fuel should be prevented from recondensing on its way to the combu-stion chamber after it has beenvaporized.

It is therefore the object of my invention to control more properly the mixture and supply of fuel to internal combustion en- Speccation of Letters Patent.

Patented oet. 3,' 1916.

Application led April 21, 1913. Serial No. 762,615.

gines and to improve the general arrangen The various novel features of my inven a tion will be apparent from the description and drawings and will be particularly set forth in the appended claims.

Mounted upon a suitable basev 10 is an internal combustion engine having a cylinder 11 with a head 12, in which is mounted an admission valve .1,3 and an exhaust valve 14. `The stem-15 of the admission valve lis slidably mounted in a guide 16, and one end of said stem is provided with a collar member 17 located within a casing 18. Surrounding the stem 15 and engaging portions of the guide 16 and collar 17 is a spring 19 tending to vhold the inlet valve 13 closed. The stem 20 of the exhaust valve 14 is also guided in its movements by a guide member 21, and said stem 20 is provided with a collar member 20a against which one end of a spring 22 engages, the other end of the spring engaging th'eguide member 21 and tending to hold the exhaust valve 14 in closed position. The casing 18 forms part of a tappet hanger 23 upon which is pivotally mounted a tappet'arm 24 in one end 25 of which is an adjustable screw 26 which engages with one end of the valve stem 20 of the exhaust Avalve 14 for opening the same under certain conditions. To the other end of the tappet arm 24 is pivotally secured a rod 27 whichl is operated from a cam shaft (not shown) of the engine for properly timing and causing the openingl of the exhaust valve 14, the spring 22 clos-- ing the exhaust valve 14 at the proper time. The cylinder head of the er gine is provided with an exhaust passagewa,v 28 and an inlet passageway 29, in the latter of which is a mixture throttling valve 30, the stem 3,1 thereof being mounted in opposite walls of said cylinder head. Secured to one end of the stem 31 is a throttle valve lever 32 which is connected to one end of a governor link 33, to the other end of which link* is connected a lever 34, said lever being fastened to a shaft 35 properly supported by a bracket 36 and connected to an en 'ne governor (not shown). By means o this arrangement the mixture throttling valve 30 is controlled by the engine governor, the

'proper mixture being supplied to the engine under all conditions of operation.J y

Secured to one side of the cylinder head 12 is a carbureter or mixer 37 having a main or primary air intake conduit 38 and an auxiliary air intake conduitv 39, the main or primary air inlet conduit including a pipe 40, one end 40a of which is open and surrounds the exhaust passageway 28 leading from the cylinder 11. The other end of the main air intake 38 terminates in a passageway 41 within the mixer 37 and registers with the intake passageway 29 in the cylinder head 12. The passageway` '41 is narrowed as it approaches the intake passageway 29 inthe cylinder'head 12 by la nozzle member 42 which surrounds a fuel supply conduit 43, the latter registering with a gasolene passageway 44 and kerosene passageway 45, the gasolene being drawn up from a supply tank 46 through a suitable pipe 47 and checked from backward flow by a valve 47 a, and kerosene being supplied from any suitable source' through an intake pipe 48, the excess kerosene passing out through an overiow pipe 49. The gasolene passageway 44 and kerosene passageway 45 are provided with needle valves 50 and 51 respectively by means of which the supply through said passageways may be controlled. The auxiliary airintake conduit 39 is secured to the body portion of the mixer 37 in which is mounted a ring 52 having an opening 53 therethrough for the passage of water, which is supplied from the water jacket 11a of the engine through a pipe 53a, the supply of water being controlled by a needle valve 54. The ring 52 forms a seat for a valve 55 having a stem 56 slidably mounted in a screw socket member 57. A spring 58 is interposed between the valve 55 and screw socket member 57 tending to hold the valve 55 in a closed position, and to normally cover the opening toiprevent the supply of water therethrough. The screw 57 may be adjusted to vary the tension of the spring 58 and the force with which said valve is held closed. This poppet valve 55 is provided witliay plurality of openings 59 to at all times permit a limited quantity of air to be drawn therethrough into the auxiliary air supply passageway 60 within the mixer 37, said passageway 60 also registering with the intake passageway 29 in the cylinder head 12.

In the operation of the engine the main air' supply is through the intake conduit 38. the air passing therethrough being heated after the engine has been in operation for some time due to the fact that one portion needle valves`5l and 54 are turned oil to prevent the supply of kerosene and water, 7@ and the needle valve 50 is opened to the desired amount to permit a flow of gasolene` from the gasolene tank 4G, the gasolene being drawn therefrom by the suction of the engine; or for starting purposes, gasolene l can be supplied through a priming cup (3l secured to an elbow 62 which forms a part of the intake conduit 38. @n the suction stroke of the engine the inlet valve 13 is opened and a quantity of gasolene, depending upon the demand, is drawn through the fuel conduit 43, and air. is drawn through the main air passageway 41 and a limited amount through the passageway GG, Lthe gasolene and air mixing-just before andl said ingredients pass the mixture throttli' valve 30 which is adjusted to the prnperpo- -sition andautomatically controlled by the engine governor. After the cylinder walls of the combustion chamber have become sutciently warm, the gasolene may gradually be turned off andthe kerosene turned on. The airbeing supplied through the cond 38 and passageway 41 now being hf thoroughly, vaporizes the kerosene which i, 5,; supplied through the fuel conduit 43, and

due to the fact that the distance betwthe nozzle member 42 or, in. other words, c outlet of the fuel to the intake port et t combustionchamber is so short, the vapo: ized fuel is maintained in such state an(1 'i not recondensed. When the load on the gine is below 30 per cent. of its rated hoi power, sufficient quantities of kerosene i air are supplied through the passageway and through the passageway 60, the air ing throughthe passageway 6G being in amount due to the fact that the is closed at this time and that the 'only which is permitted to enter the passage 60 passes through the openings in said valve.

As the load on the engine increases above 30 per cent, of its rated horse-power, the mixture throttling valve opens more more, and a greater quantity of fuel and a are demanded. With this increase in loan the suction of the engine increases, and when lthis increased load exceeds 30 per cent.

will be ignited and expanded for doing work. The increased amount of 'air and the supply of water through the passageway 60 are provided for all loads over 30 per cent. of the rated horse-power, the quantity increasing with increase in load. When the engine is operated on light. loads, the compression within the combustion, chamberis comparatively low and a relatively rich mixture is required for the proper operation of the engine. When the load increases above 30 per cent. of its rated horsepower, the compression is much. highenfand with the higher compression a leaner mixture of fuel may beused to good advantage making the operation of the engine' economical under all conditions. Water is supplied, not only for the purpose of rendering the explosive mixture more lean, but also for cooling purposes and to prevent a too rapid flame propagation, which is the cause of knocking or pounding in the engine cylinder.

It is evident that various modifications of the arrangement herein disclosed may be made, and it is my intention to cover all such modications which do not involve a departure from the 'spirit and scope of my' invention as set forth in the appended claims.

What I claim as newis:

1. In combination, an engine cylinder, .a head therefor having a fuel passageway, a mixer having main andauxiliary air passageways registering independently and direct-ly with the passageway in said head, fuel supply means in one of said passageways,

' and afthrottling valve located in the passageway in said head.

2. In combination, ,an engine cylinder, a head therefor-having a fuel passageway, amixer having main and auxiliary airpassageways registering independently with the passageway in said head, fuel supply means in said main passageway, and a throttling valve located in the passageway Vin said head;

3.. In combination, an engine cylinder, 'a head therefor having a fuel passageway, a

single mixer having main and auxiliary air passageways registering with the passageway in said-head, -fuel supply means in one of said passageways, water supply means in another of said passageways, and a throttling valve located in 'the passageway in said head.

4. In combination, an engine cylinder, a head therefor having a fuel passageway, a

. mixer having main and auxiliary air passageways registering directly therewith, fuel, supply means in said main air passageway, water supply means associated with "said auxiliary air-passageway, and a throttling valve located in the passageway in said cylinder head.

5. Incombination, an engine cylinder, a head therefor having a fuel inlet passageway, a single mixer havmg main and auxiliary passageways registering withthe inlet passageway in lsaid head, means for supply; ing relatively heavy and lightl main air passageway, and a throt ling val-ve located in the inletV passageway in said head.

6. In combination, an engine cylinder,a4 head therefor having a fuel inlet passageway and anexhaust passageway, a mixer having main and auxiliary passageways registering with the inlet passagewayin said head, fuel supply means in one of said passageways, an ai-r conduit associated with els in the said exhaust passageway and terminating in said Imain airpassageway, and a throttling therefor having an inlet passageway, a

mixer having a passageway terminating in a' nozzle portion registering with the passageway in said cylinder head, fuel supply means within said nozzle shaped passageway, and a mixture throttling valve located in said cylinder head.-

9. In combination, an engine cylinder, a

head therefor having a fuel inlet passageway, main .air supply means, fuel supply means associated therewith adjacent and directed into said cylinder head fuel inlet passageway, engine governor operated means located within the passageway of said cylinder head for controlling the passage of fuel, and supplemental 'air supplyV means controlled by the suction stroke of the engine.

10. In combination, an engi-ne cylinder, a head therefor having -a fuel inlet passageway, main air supplyv means, fuel supply means -associated therewith adjacent and directed into said cylinder head` fuel inlet passageway, an enginev vgovernor operated valvelocated within the' passageway of said cylinderl head for controlling the passage of fuel, and lsupplemental air supplyI means controlled by the suction stroke of the engine. v l

11. In combination, an engine cylinder, a

head therefor having a fuel inlet passage; way and an exhaust passageway, a mixer having main and auxiliary air passageways directly registering with the fuel inlet passageway in said cylinder head, fuel supply means within said main air passageway, a hot air connection associated with said exhaust passageway and terminating in said main` passageway, and a mixture throttling valve located in the passageway in said cylinder head for controllingthe supply of` fuel. I

12. In combination, an engine cylinder, a

Vhead therefor having a fuel inlet passageway and an exhaust passageway, a mixer having main and auxiliary air passageways directly registering with the fuel inlet passageway in said cylinder head, fuel supply means within said main air passageway, a hot air connection associated with said exhaust passageway and terminating in said main passageway, a mixture throttling valve located in the passageway in said lcylinder head f or controlling the supply of fuel, and

a valve controlled by the suction stroke of the engine within said auxiliary air passageway.

13. In combination, an engine cylinder having a water jacket, a cylinder headhaving a fuel inlet passageway andan exhaust passageway, a mixer associated with said head and having main-and auxiliary air passageways registering with said fuel inlet passageway, fuel supply means in said main passageway, an air supply connection passageway, a mixer associated with said head and having main and auxiliary air passageways registering with said fuel inlet passageway, fuel supply means in said main passageway7 an air supply connection lassociated with said exhaust passageway and terminating in said 'main passageway,

a water connection from the waterjacket of said cylinder to said auxiliary air passageway, and means controlled by the suction stroke of the engine for controlling the water and air supply tosaid auxiliary air passageway.

15. In combination, an engine cylinder having a water jacket, a cylinder head having a fuel inlet passageway and an exhaust passageway, a mixer associated with said head and having main and auxiliary air I passageways registering with said fuel inlet passageway, fuel supply means in said main passageway, an air supply connection associated with said exhaust passageway .and terminating in said main passageway,

a water connection from the water jacket of said cylinder to said auxiliary air passageway, means controlled by the suction stroke of the engine for controlling the water and air supply to said auxiliary air passageway,`

and a mixture throttling valv'e located in the passageway in said cylinder head.

Chicago, Ill., Apr. 4, 1913. In testimony whereof I afiix my signaA ture, in the presence of two witnesses.

ALBERT F. MOI-IR. Witnesses R. F. WEBER, G. L. WIEDEMANN.

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