US1230536A

US1230536A - Internal-combustion engine.

Info

Publication number: US1230536A
Application number: US3109815A
Authority: US
Inventors: Charles L Stoeltzlen
Original assignee: Individual
Current assignee: Individual
Priority date: 1915-05-29
Filing date: 1915-05-29
Publication date: 1917-06-19
Anticipated expiration: 1934-06-19

Description

C! L. STOELTZLEN.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAY 29. 1915. 1 ,230,536. Patented June 19, 1917. #SHEETS-SHEET 1.

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INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAY 29, 1915.

1,230,536. Patented June 19, 1917.

4 SHEETS -SHEET 2.

IIIIIII INVENTOR ATTORNEY C. L. STOELTZLEN.

INTERNAL COMBUSTION ENGINE. APPLICATION FILED MAY 29. 1915.

1,330,530 Patented June 19, 1917.

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ATTORNEY C. L. STOELTZLEN.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAY 29, 1915.

1,230,536. I Patented June 19, 1917.

4 $HEETS-SHEET 4- Fig.8. 35

WITNESSES: INVENTOR '3 VZ KLW/ ATTORNEY CHARLES L. ,STOELTZLE1T, 0F ERIE, PENNSYLVANIA.

INTERNAL GOMB'USTION ENGINE.

Specification of Letters Patent.

Patented June 19, 191 '7.

Applieation filed May 29, 1915. Serial No. 31,098.

To all whom it may concern:

Be it known that I, CHARLES L. STOELTZ- LEN, a citizen of the United States, residing atErie, in the county of Erie and State of Pennsylvania, have invented new and useful Improvements in Internal-Combustion Engines, of which the following is aspecificat-ion.

This invention relates to internal combustion engines, and consists in certain improvements in the construction thereof as will be hereinafter fully described and pointed out in the claims.

In some types of internal combustion engines it is desirable to inject the fuel into the cylinder with the fluid in the cylinder under high compression. This injection of fuel against this high pressure. has some difficulties. vention is to obviate this difficulty. The invention is also directed to a convenient control for such engines. Other objects of the invention as Well as the details of construction for carrying themout will appear from the specification and claims.

The invention is illustrated in the accompanying drawings as follows Figure 1 shows a side elevation of the engine.

Fig. 2 a front elevation.

Fig. 3 a section through the controlling box or case.

Fig. 4 a side elevation of the bypass controlling cam.

Fig. 5 a section through the fuel pump.

Fig.- 6 a central section through the englne.

Fig. 7 a section of from the cylinder.

Fig. 8 a central section through the engine at right angles to the section shown in Fi 6.

l marks the engine base, 2 the crank case, 3 the cylinder, 4 the piston, 4 the connecting rod, 4* the crank, 4 the crank shaft, the crank shaft being journaled in bearings in the base, 5 the air inlet valves leading to the crank case, 6 the ports through the piston leading to the bypass 7, 8 the port leadthe air valve leading ing from the bypass to the cylinder, 9 the exhaust port and 10 the exhaust passage. All theseparts are of common construction, the engine as shown being of the two cycle type. t will be understood, however, that One of the objects of the in my invention is adapted to engines of different construction and having a difierent cycle of operation.

The cylinder is water jacketed having the water jacket 12. Water is delivered to the water jacket through the pipe 13, the circulation being affected by means of the pump 14, the pipe 15 leading from source of supply to the pump. Water is delivered through the water jacket by the pipe 16..

The pump 14 is driven by a gear 14*, the gear 14 being driven by a gear 4 on the crank shaft 4.

- Arranged in the top of the cylinder is a cylindrical chamber 17 in which is arranged a rotating carrier 18. The carrier 18 has a pocket 19 which in the operation of the engine is'closed off from the cylinder as clearly shown in Fig. 6, brought into communication with the fuel injector, receives a charge of fuel/1s again brought into connection-"with the cylinder, discharges this fuel and remains in communication with the cylinder until'the discharge of the spent gases from the cylinder and is then again brought into communication with the injector and the operation repeated. The carrier 18 has a shaft 20 extending through the Walls of the cylinder. A gear 21 is arranged on the end of this shaft and meshes a gear 22 mounted on the upright shaft 23. The gear 22 has a dwell 22* which in the operation of the gear gives the carrier 18 a dwell or pause with the pocket 19 in communication with the cylinder so that the pocketis maintained in communication with the cylinder long enough to permit the discharge of the-spent gases. It w'ill be under- I the pocket 19 or chamber 17. The valve is arranged in a case 25 forming a chamber 27 surrounding the valve stem 28. The valve stem has a shoulder 29 on which is arranged a spring 30. The" spring'operates against a nut 32 carried. by the frame 31 extending from the "valve case. The valve case is secured at the top of the engine cylinder and is preferably a separateunit asshown. I V

In order to operate the fuel injector T prefer to use air-so that the fuel which. is deposited in the chamber 27 is delivered by air pressure when the fuel valve is opened. This is desirable because the air sprays the fuel more or less. Toobtain this air pressure I utilize the air under pressure from the cylinder itself. I am able to do this because the pressure in the pocket 19 is less than the compression in the cylinder so that this pressure which is developed in the cylinder is suiiicient to deliver the fuel. An air valve 33 is arranged in the valve case 34. Thevalve case is placed in a pocket 35 in the end of the cylinder. The stem 36 of the valve is provided with a shoulder38 against which the spring 37 operates to maintain the valve normally in a closed position. The case 34 communicateswith a pipe 39. The pipe 39 leads to a coil 40 arranged in a cooling chamber 41. The coil leads to a pipe 42 and the pipe 42 to the chamber 27 of the fuel valve case. By properly timing the air valve 33 it isopened to permit the passage of air from the cylinder to the pipe 39 and thence to the coil when the cylinder has its highest pressure. Thus there is a supply of air stored in the coil ready for use in the fuel injector with a pressure approximating the highest pressure of air maintained in the cylinder. Water is supplied to the cooling chamber 41 through a pipe 43 leadin from the water jacket and is discharged y way of the pipe 44 (see Fig. 8). A cam shaft 45 is mounted on a bearing post 46 extending from the engine and the case 46 mounted on the engine. The cam shaft is provided with the gear 47 and this is driven by a gear 47 on the shaft 23. A cam 48 is fixed on the shaft 45;. 'A roller 49 is when the engine is in operation in the path of the cam 48. The roller 49 is carried by one arm 50 of the bell crank lever, the bell crank lever being journaled on an cecentric 52 fixed on the shaft 53 which .is mounted on bearin posts 53 The other arm. 51 of the be crank lever 0 rates against the shoulder 29 on the fue valve stem 28. The cam is so timed as to open the fuel valve at proper intervals to deliver fuel to the pocket 19 when the pocket 19 is in registerwith the fuel opening. The cam 54 is fixed on the cam shaft 45. A roller 55" is in the path of the cam 54 and is carried by one arm 56 of-a bell crank lever, the opposite arm 57 operating on the end of the valve stem 36 of the air valve. The bell crank lever having the

arms

56 and 57 is journaled on the shaft 53. f

The fuel pump 58 has the fuel chamber 58 with an inlet 59 and; overflow 66. The

nasti ess pump plunger 60 is operated by a connecting rod 60 extending upwardly to an cecentric 60 on the cam shaft 45. The pluner operates in a sleeve 60 and forces the e1 through the discharge passage 60 controlled by a check 60. The discharge passage leads to a pipe 60 The sleeve 60 is controlled by a rock arm 60 carried by a shaft 60. The shaft 60 extends to without the walls of the pump chamber and a rock shaft 61 is fixed on the outer end of the shaft 60K The. rock shaft is connected by a link 62 with a controlling lever 63 extending from the governor 64. It will be readily observed that as the sleeve 60 is moved through the action of the governor a greater or less amount of fuel is delivered. This particular form of pump forms no part of this invention.

The pipe 60 leads to a bypass chamber 65 in the body 66 of the controller. The bypass chamber 65 leads to a discharge passage 67 controlled by. a check valve 68. The discharge passage 67 is connected with a pipe 69 leading to the valve case 25. The bypass passage 70 leads from the chamber 65. This passage is-controlled by a valve 71. The passage 7 O is connectedwith a pipe 72 lead ing to the pump chamber 58. It will be readily observed that when the valve 71 is open, the fuel delivered by the pump issimply returned. to the jump chamber b way of the bypass. This is a common expedient in relieving such pumps.

A controlling shaft 73 is journaled in the bearings 74 inthe controller case 75. It is provided with the handle 7 6, the handle being designed to operate over a segment 77 having the notches 78, 7 9 and 80 adapted to .lock the handle in starting position at 78,

neutral at 7 9 and in running position at 80. A rock arm 81 is fixed 0n the end of the controlling shaft 73 and is connected byfa link 82 with a rock arm 83 fixed on the shaft 53. When, therefore, the controlling shaft 73 is rocked, the eccentric 52 on which the bell crank lever having the

arms

50 and 51 is journaled is rocked, thus throwing the lever into and out of osition to "be oper-. ated by the cam 48. ft will, therefore, be seen that when the eccentric is thrown so as to move the roller 49 ont of the pathof the cam 54 the movement of the cam. does not affect the opening of the fuel valve. This is desirable as the engine is started to prevent any tendency to flood.

An electric starting motor 84 is mounted on the base. It drives a gear 85 which -meshes with a gear 86 in the fly wheel 87 lating block 92 mounted on the shaft 73. The switch is so arranged that when the handle or lever 76 is brought to the notch 78 the switch is closed and the motor is started to start the engine.

A cam 93 is fixed on the shaft 73 and the lifting surface of the cam is adapted to' be turned over or should continue to run under its momentum.

The general operation of the engine is as follows :In startlng the engine, the controlling mechanism is thrown to starting po-' sition, thus throwing in the switch and turning current into the starting motor. This same movement of the controlling shaft throws the eccentric 52 and thus the lever controlling the fuelvalve out of operative position. The same movement of the con-,

trolling shaft also brings the cam 93 so as to lift the valve 71 and permit the bypass of the fuel during the starting movement. After the engine is started with the starter, the lever is swung to running position. This brings the cam 93 so as to ermit the closing of the valve 71 and thus riving the fuel to the fuel, valve. The same movement of the controlling shaft swings the eccentric 52' so as to bring the rock lever into operative position with the cam 54. The-air compressed by the cylinder passing by the air valve 33 and the coil 40 is communicated to the fuel valve case 25 so that when the fuel valve is opened fuel is injected or sprayed into the pocket 19 in the carrier 18. Ordinarily there is no pause in the movement of the carrier 18. As the pocket moves by the injector the interval during which the pocket is connected with the fuel injector is suflicient to complete the fuel injection. The pressure in this pocket will be at minimum so that the injection of fuel is not opposed. As the carrier rotates the piston IlSBS compressing a charge in the upper end of the cylinder and when the compression is complete the pocket will have reached the cylinder and the fuel is delivered to the cylinder. The charge is then ignited in the usual manner. The pocket 19 is retained in communication with the cylinder untilx the burnt gases are-discharged so as to prevent the carryin of the burnt gases under pressure into the c amber A 17 so as to oppose thedelivery of fuel and also so as to dilute thesucceding charge. With each compression movement of the pistonwhen the air in the cylinder reaches its highest .pressure the air valve '33 is opened delivering a suflicient amount of'air to the coil to maintain a supply of air to affect the injection of fuel.

' What I claim as new is j 1. In an internal combustion engine,the combination of a cylinder; a fuel injector spraying the fuel in air and forming a fuel mixture with the air; a fuel mixture carrier;

and'means actuating the carrier to close it to the cylinder and open it to the injector to receive the fuel. mixture and to deliver the fuel mixture to the cylinder.

- 2. In an internal'combustion engine, the combination of a cylinder; a fuel injector spraying the fuel in air and forming a fuel mixture with the air; a fuel mixture carrier; and means actuating the; carrier to close it to the cylinder and open it to the injector to receive the fuel mixture and to close the carrier to the fuel mixture injector and deliver the fuel to the cylinder.

3. In an internal combustion engine, the I combination of a cylinder; 'a fuel injector spraying the fuel in air and forming a fuel mixture with the air; a rotary fuel mixture carrier having a pocket therein; and means for rotating the carrier to bring the pocket into and out of communication with the cylinder and the fuel mixture injector to receive a charge of fuel from the injector while closed to the cylinderand to deliverthe charge to the cylinder.

4. In an internal combustion engine, the combination of a cylinder; a fuelinjector spraying the fuel in air and forming a fuel mixture with the'air; a rotary fuel mlxture carrier having a pocket therein; and means for rotating the carrier to bring the pocket into and out of communication with the cylinder and the fuel mixture injector to receive a charge of fuel from the injector wh1le closed to the cylinder and to deliver the charge to the cylinder while closed to the 1n-- 1 j ector."

5. In an internal combustion engine, the combination of a cylinder; a piston operating in the cylinder and compressing the am therein; a fuel injector spraymg the fuel 1n air and forming a fuel mixture with the alr; a fuel mixture carrier; and means for actuating the carrier to close it to the cylinder andopen it to the injector to recelve the fuel mixture and to deliver the fuel mixture to the cylinder, thecarrier being timed to receive the fuel with air from the/cylinder under pressure 6. In an internal combustion engine, the combination of a cylinder; a fuel njector; a fuel carrier; and means for actuatlng the carrier to close it to the cylinder and open it to the injector to receive the fuel and to bring the carrier into communication with the cylinder to deliver the fuel, said means being timed to maintain the communication with the cylinder until the exhaust of the burnt gases.

7. in an internal combustion engine, the combination of a cylinder; a piston in the cylinder compressing the air therein; an air feed fuel injector; means for conveying air from the cylinder to the injector spraying the fuel in air and forming a fuel mixture with the air; a fuel mixture carrier; and means for actuating the carrier to close it to the cylinder and to open it to the injector to receive fuel mixture and to deliver the fuel mixture so received to the cylinder.

8. In an internal combustion engine, the combination of a cylinder; a piston in the cylinder compressing the air therein; an air feed fuel injector; means for conveying air from the cylinder to the injector spraying the fuel in air and forming afuel mixture with the air; a fuel mixture carrier; and means for actuating the carrier to close it 'to the cylinder and to open it to the injector to receive fuel mixture and to deliver the fuel mixture so received to the cylinder while closed to the injector.

9. In an internalrombustion engine, the

combination of a cylinder; a piston in the cylinder compressing the air therein; an air feed fuel injector; means for conveying air from the cylinder to the injector spraying the fuel in air and forming a fuel mixture with the air; a fuel mixture carrier; and means for actuating the carrier to close it to the cylinder and to open it to the injector to receive fuel mixture and to deliver the fuel mixture so received to the cylinder while the air in the cylinder is under compression.

10. In an internal combustion engine, the combination of a cylinder having-a cylinnaadeee drical chamber in its head; a rotary carrier arranged in the chamber having a fuel pocket therein; a fuel injector delivering fuel to the pocket in the carrier; a receptacle for receiving air from the cylinder; means for conveying air from the receptacle to the fuel injector spraying the fuel in air and forming a fuel mixture with the air; and means for driving the carrier to carry the pocket into and out of communication with the cylinder and the fuel injector to receive a charge of fuel mixture while closed against the cylinder and to deliever the charge to the cylinder while closed against the fuel injector.

11. In an internal combustion engine, the combination of a cylinder having a cylindrical chamber in its head; a rotary carrier arranged in the chamber having a fuel pocket therein; afuel injector delivering fuel to the pocket in the carrier; a receptacle for receiving air for the cylinder; means for conveying air from the receptacle to the fuel injector; and means for driving the carrier to carry the pocket into and out of communication with the cylinder and the fuel injector to receive a charge of fuel while closed against the cylinder and to deliver the charge to the cylinder while closed against the fuel injector, said means for driving the carrier having a dwell giving a pause to the ocket to maintain it in communication. with the cylinder until the exhaust of burnt gases.

In testimony whereof I have hereunto set my hand iii-the presence of two subscribing w1tnesses.

, 2'; LES L. STOELTZLEN. Witnesses:

. M. amen,

1D); lid. avenue.