US1257142A - Combustion-engine. - Google Patents

Description

` W4 A. SURG.

coMBusTloN ENGINE.

W. A-'JSORQ GoMvusloN EN'qNE. APPLICATION FILED MR. 2, |914.

'Patented Feb.19,1918.

4 SHEETS-SHEET 4 ,Wdfnesse'f I UNITED sTATEsrA'rENT OFFICE.

WILLIAM A. SORG, 0F MINNEAPOLIS, MIINNESO'ILA,l ASSIGNOR, B Y MESN E ASSIGNMENTS, T0 FREDERICK B. BRADBUBY, TRUSTEE, 0F ST. PAUL, MINNESOTA.

COMBUSTION-ENGINE.

To all whom. it may concern.'y

VBe it known that I, WILLIAM A. Sono., a citizen of the United States, residing at Minnea olis, in the county of Hennepin and State o Minnesota, have Invented a new and useful Improvement in Combustion Engines, of which the following is a specication.

Broadly this invention is a means to re- 4duce friction by'preventing the burning or carbonizing of lubricating oils and preventing hot gases from solidifying, or vvhat 1s commonly termed cutting, the lubricating oil on the iston and piston rings-in an internal com J-ustion engine.

This englne is applicable to the various forms or types of combustion engines now in use. The following description sets forth exemplifications of the invention together with additional advantages attained and novel features of construction and combinations of parts.

In the 'accompanying drawings forming part of this specification, Figure 1 is a 1ongitudinal section of afragment of a combustion engine showing m invention applied thereto; Fig. 2 is a p an of a type of engine such as disclosed in Fig. 1, also showing my invention; Fig. 3 is another longitu dinal section of a fragment of a combustion engine of another construction to Which my invention is applied; and Fig. 4 is an end View partly in section, of the construction disclosed in Fig. 1'.

I will first describe the construction in detail disclosed in Figs. land 2, after which v there will follow a discussion of the operation and' merits and advantages attained through the use of my invention. After said discussionl adescription of the application l of .the invention to the typeof engines dis'- closed in Fig. 3 will follow.

A indicates a reciprocable element or pisy ton of usual construction carrying a pitman 2 which is connected to a crank shaft?) in the usual manner, saidl 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 carried by the piston and the cylindrical outer wall of the piston is providedwith the usual expansion rings 7 seated in annular vgrooves'S.

' 'The piston isl fitted to reciprocate in a cylin der element B which carlies a jacket 9 form- .y

ing a chamber .10 through which a--cooling specification of tetten raam. 'Patentd Feb 19, 1913, Application led March 2, 1914. Serial No. 821,911.

medium such as Water is adapted to circulate, suitable ports 1l and 12 being' formed in the wall of the jacket for the ingress and egress of the cooling medium. A long tube C the bore of which is of materially less diameter than that of the cylinder, is provided with a flared end 13 terminating in anan nular flange 14, which is secured by bolts 15 to an end of the cylinder as shown. The piston, cylinder and tube are co-axially arranged and the outer end of the tube is formed with suitable casings 16 and. 17 in Which an air ingress valve cage 18 and an exhaust valve 19 are respectively seated. said cage being secured in the casing 16, such as by stud bolts 20 (see Fig. 4). A puppet valve 21 is seated in the inner end of the cage 18 and is adapted to admit air periodi-- cally into the outer end of the tube which passes into the 'cage through passages 22. This valve has a stem passing through the outer Wall o f thecage and carrying on its outer end a nut 23 forming a head belouT which an expansion spring 24 is compressed against the cage and adapted to yieldingly hold the valve 21 closed upon its seat. The puppet valve 19 is mounted in a similar manner to the valve 21 in the side wall of the outer end of the tube directly opposite the valve 21 excepting that itis seated directly at .2a in the wall of the tube and that no cage suchas 18 is employed. The diameter of the cage 18 is suilicient to permit of the insertion of Ithe exhaust valve 19 on its seat 25 through the cage opening before the cage -is placed. The outer end of thestem 16 on the exhaust valveis provided With an eX-Y pension spring 27 which is held compressed against the outer Wall of the incasernent 17 below the nut 28 on said stem whereby the valve is adapted to close automatically. The incasementin which the exhaust valve is 'seated is formed with acharnber 29 having chambers 10 and 29 are connected by a tube l 32, so that the same cooling medium may bc employed for cooling the cylinder. and the exhaust valve.

In the outer `end of the tube' C, a valve cage or manifold 33 is mounted, it being locked in place by means of a lock nut such as 34 threaded on its outer surface and turned tightly against the end wall of the tube. In this cage or manifold a valve 35 is seated, which is adapted to admit :t'uel ,mixture through the passage in the cage into the end of the tube at proper intervals during the operation of the engine. This valve has a stem arranged longitudinally on the axis 0l 'the tube and slidably mounted in the outer portion of the cage 33. A nipple Bvis formed on the outer end of the cage through which the stein passes and a supporting arm 38 for a stop lever 39 to be hereinafter described is mounted upon said ni p ple, a lock nut 40 being threaded on the nipf ple and securing the support 38 tight against the end of the cage. The outer end of the stem 36 is provided with a flanged nut 41 and an expansion spring 42 is placed between the flange nut 41 and the loci; nut 40 onthe nippie 37, said spring being adapted to yield,- ingly hold `the fuel valve closed. The tcnsi an of the spring 42 is less than the tension 0F the spring 24., so that during the suction stroke of the piston A. in the cylinder the Valve 35 remains closedwhile the valve 2i. '1s ilforcibly opened, the valve 35 being adapted vto open inn'nediately upon the Valve 21 closing during said stroke. In this inanner air and fuel mixture are successively admitted into the tube and are caused to form.

'iustrata in the tube the fuel assuming the position near its outer end and the air aw suming a position near the inner end of the tube before and after compression. The means for igniting the fuel is of ordinary construction and consists of the usual spark lug or other igniter such as 43 situated in the Wall of the combustion chamber near the fuel valve, saidspark plug being adapted thereby to positively ignite the fuel stratum at one end and cause it to burn progressively toward the air stratum in the tube and thereby exert a continuous force against the pis tonduring the .working stroke.

The valves 21, 35 and 19 are operated suc cessively and the amount of openlng of the :fuel valve is in direct ratio to the amount of load on the engine. The following mechanism is provided for accomplishlng these results which `receives initial motion from any convenientsource such as. ,a counter- Shaft 44 whichl is suitably journaled in bearings 4 5 on the 5 and operatively cour nested to the cra-nl: shaft by means ofspiral gears 46 and 47. The valve2l is positively opened by a rocker arm 48 pivotally mounted between its ends on a support 49 upon the top of the cage 18,4thc outer end of said arm being connected to a trip arm 50 by aconnecting rod 51, upon a portion of the base 5i, and its free end' provided with an antifrlction roller 52,

which bears upon a cam `53 carried by the'. countershaft 44. By this means `one end of i said trip arm beingpivoted.

the rocker arm 48 is adapted to positively open the lvalve 21 at lined intervals and during the early portion. of the suction stroke of the piston. The counter shaft 44 is made to revolve once during every cycle of operation of the engine and the valve 21 remains closed excepting for the period stated. The exhaust valve 35 is opened by the rocker arm '54 which is pivoted between its ends upon the base5 with one end bearing against the nut 28 on the outer end of the exhaust valve stem 26. The other end of said arm is provided with an antii'riction roller 55 which rides upon a second cam 56 carried by the counter shaft 44. The cam 56 is so designed that every time the countershaft makes a revolution, the exhaust valve is opened and retained in open position for a suieient period during the power and scavenging strokes of the piston to relieve the spent gases from the cylinder and combustion chamber. The amount ot opening of the fuel valve is also governed. The means for governing the amount of opening of the fuel valve consists o1 the stop 39 `which is pivotally hung from the support 38 with its 'free end in the path of the inward motion of the flange on the nut 41, so as to limit the inward sliding motion Voi" the valve. The stop arm 39 :ias its inward swinging movement regulated b'y means of the screw 57 which is threaded horizontally and longitudinally of the engine through the support 38. One end of this screw impinges against a side of the stop arm 39 to define its position and the other end is turned by a series of intercom nected arms 58, 59 and 60, said arm 60 be-V ing pivoted between its ends upon a support 61 carried by the base of the machine and one end being tiltably coruected to the actuating element 62 of 'a speed governor 63. This speed governor may be of anysuitable construction and has a revoluble driven element 64 operatively connectedto the drive shaft 44 or any other suitable driving part of the engine. The revoluble driven element 64 carries the Weighted governor arms 65 which are pivoted thereto with their extensions 66 pressing down upon the actuating element 62 against yielding spring pressure in theusual manner. After the engine operates any variation of loa'd aiiects the speed of revolution of the counter shaft and any increase in speed of the countershaft ailects the governor by causing its actuating element 62 to move and transmit the resultant force de veloped by any increase in speed to stop arm 39 which in turn'is moved vwith its free end toward the flanged nut 41, thus limiting the opening of the valve 35. Decrease in speed y of thecountershaft caused by a heavy load on the engine acts in the opposite manner and permits the valve 35 to open wider admltting more fuel' mixture into the end of the tube.. Located-on the side bf the ylindef and lpassing through -its'wall isa port 70,

diately'adjacent the head end of valve 8O which is ada f through whic The water supply' simultaneously vopen a valve passa e 7 5 to admit air in'to the cylinder and af uct passa e 71g The valve 74 is assisted in bein closed by'ineans of a spring 7 7 inter 'osed etween the outer end 78 of thestem o ,the valve and a guide vsup ort 79 in 'the valve casing the stem is adapted to slide,l said 'spring also holding :the valve against the pressure .of water in' .the passage 76. Consequently, near the extreme outer end of the suction stroke of the piston, air and water' are'sucked up into the cylinder immethe piston and during the power stroke oft-the piston, theV valve 74 prevents the egress tents of the cylinder. The supply. tube -71 is shown provided with a hand operable ted forvuse in closing the passagejor regulating the amountof wa oils on the lubricated l `from blowing terwhich is. adapted to be admitted through the port TQ.

The advantages and features attained through the usev of my invention in internal combustion engines are as follows 'positive and reliable operation of the engine as well as the elimination of all L-More startin troubles. y

Erflie perfect combustion of all the fuel contained within the .engine cylinder and combustion chamber. p

{if-Complete stratification of the cylinder crlintents upto the vtime that ignition takes pace.

4..-The complete mixing of the various stra-tums of the cylinder contents after ignition. i

' 5.-.-A means for'burningheavy oils within the engine whereby the ordina-ry friction lossdue to the incomplete lubrication, are avoided. Y

6.-A means-'for atomizing the fuel mixture uniformly at allloads and for preventing the loading up or accumulation of heavy Y portions of thefcylinder. 7 .-Aineans for retaining a more uniform compression in the engine at all loads.

8.-A means for preventing the hot gases into andA around .the vpiston 'ri-n'gsand-cutting the lubricating oil.

a suitable source;

'76 which communicates withthe tube of the air valve is ofthe conrush of air 9th.-A means for ing thelstratum of steam in contact with t e piston' lhead and supplying Swami-packing rin 1 h.-.A. means of preventing mixingtaf the burnt gases which are retained within he clearance space after the scavenging stroke and mixing with the fuel mixture.

for thetpiatonv and" ,In operation, commencing at vthe be 'nning' of the suc-tionstrqke, the mechanical air valve is opened by the cam 53 onthe cam shaft 44 tliereb admitting air-,freely into the cylinder. libe air valveis held opened until the crank has turned about 90j degrees at which point itis closed. The effect of this opening is to sup ly a considerable quantity of cold air to tlie interior of the engine which naturally follows the piston during its forward movement with considerablevelocity and consequently carries with it into the cylinder, the Adead-or burnt gasleft within the tube from the previous power stroke. The valve .spring 24 on the air valve'being stronger than'the one on the fuel valve, theeiiect of the closing to immediately open the fuel valve and the of its stroke when the velocity thereof is the highest a .considerable Vacuum is'created, so thatpthe fuel passing through the fuelv valve. 35 is atomized or broken up into very fine particles. TheV piston continues trat eling untilit uncovers the port 70,fandv this port being connectedfwith the automatic valve (74 controlling the ingress of air and water', there follows an immediate inaiid a quantity of water in the form of a fog or spray. Thefpartioles* of water coming in contact with the hot piston head and cylinder wall are immediately converted into steam. As a result counting from the piston head there occurs first a stratum of aqueousvaponthen a stratum o'f` air and dead gas in the cylinder and then a stratum of ignitible fuel mixture'eontained wholly within' the tube'. This method of taking' in water within thelcylinder avoids all possibility of water or theA resulting steam coming iii-contact and mixin with the fuel miX-. ture at either light or eav load-s.

As the piston returns uring thercompreion stroke, the 'water .vapor in contact with the piston 'head is'forced between-the vpiston andcylinder walls and forms a backing between these surface walls in and around all ofthe piston rin sand especially the first piston ring, there` `av-z iding the burning or cutting of the lil piston being at that point l bricating' oil. 1

Continuing as the piston' returns during-f' the compression stroke the relative `locations of the strata of thecontents of the-cylinder and tube are retained at the endv stroke, the fuel. mixture remaining adjacent the inner .end of the tube. The spark plug of the- 60 isordinarily the case. In'the construction illustrated in Fig. 3,

ture as the grecs sion of the contents o the tube by eoxnblls-Y tion and consequent expansion of a.` small portion of the power stroke t e burning o the 'fuel mixture occurs, there being a large body ,of fire `or flame which comes in contact with lthe enlarged diameter ofthe tube and which trav-4 els toward the piston head rigidly. As the flame advances toward the piston head the mixture `being leaner (containing less and less fuel) and owing to the high temperature whichV is generated combustion continues andbecause ofthe excess ofvr air, said combustlon is. substantially complete. This Vflame travel being within being influenced by the receding piston and owing to the shape of the gether of the entire cylinder contents. At ter the piston has reached about one-half its stroke, resulting in perfect combustion there follows a rapld drop in the tempera iston continues to move on the power stro e, thereby avoiding all after burning. When the piston reaches a. point about degrees before the end of the power stroke 4the exhaust valve is opened and the cylinder contents vpass out through the combustion chamber into the atmosphere. The valvev 744 automatically prevents the esca e of gases durin the power stroke. It will be noted that die fuel is admitted directly into the tube, itnot being 'necessary to-emplo a carbureter or mixer to 4carbl'iret the fue before,` admission.

On the scavenging stroke the action of the piston is the same as in the conventional engme with the exception that the shape of .the combustion chamber is such as to avoid any currents and tocause more ofthe burnt l derrv at the end of the suction stroke 1n com gases to pa out of the exhaust valve than clement 82, the latter carrying the tube 83 and otherwise corresponding in general `con A. struction to the structure set forth in the ,Thev details of construcabovje description.`

will be found in my comtion of this engine 'panion applications for improvements in combustion engines filed on the 2nd day.

of March,v 1914,. bearing' Serial Numbers 821,908,`82I,909, and 821,910. The inode of gases. Durin the following the cylinder and.

tubeln the cylin v der the result 1s a mixing lor swirling to-v ""sl'iction stroke, said connected sections is provided with a collar A85 threaded on one of 'the sections and containing packing 86 to produce a tig-ht slidlgvconnection.

. ater and air may be supplied under 'pressure to the engine as above described by "iiy suitable means such as a pump or coinp'risor of any kind.

' 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 constructimi shown is only illustrative and that the im cntion can be carried out by other means and applied to uses other than those above set forth within the seope'of the following claims.

Having described my invention what I claim as new and desire to protect by Letters Patent is 1. A combustion engine, comprising, in combinationa piston, a cylinder in which said piston is reciprocable having a long tube detachably mounted 011 one of its ends 'forming a combustion Chamber' adapted to heat fuel therein and having' a bore of material-ly less diameter than the inner diameter of said. cylinder, the free end of said tube being formed with a valved inlet for fuel, a valvcd inlet for air and a Valved outlet for the 'cxha'ustA of spent gases, said cylinder being lformed with a port in'its side adapted to be uncovered by the .piston near the end of the port being valved to prevent the escape of the compressed cylinder contents during the Working stroke und adapted to admit a medium into the cylintubular extension, the bore of which is of `less diameter than the inner diun'ictcr of the cylinder, the free ond oi said tube being formed Wit-lf a vulved inlet for fuel, a' valvcd inlet for air and a valved outlet 'l'or the oxhaust of spent gases adaptedi to successively admit irst a portion of'air and then a por .i gintion me tier of" l'ucl into said tube, so that they may forni a luymoi" nir and a layer of fuel when comi'ncsscil hiring llic compression stroke ci" the pist-rm, nic-uns for positively igniting the 'layer ci fue] netr one end. of seid, tube nucl ineens: 'For admitting nir and water into muil cylinder consisting of a port in the cyliufwi' will nduplcd to be uncovered by the n un :nur lic end o'lf' the Suction stroke/ami :i cbc-cir valve ndnpted lo close Suid port through (lie force exerted by the burning fuel in the engine during the Working stroke, said air and Water being adapted to form a. film of medium in the cylinder in contact with the lubrication upon the cylinder Wall whereby the lubricating medium is protected from the .influence of the burning fuel of the engine.

3. A combustion engine, comprising, in. combination, a. piston and c linder in reci rocable connection, one o said membge forming a long tubular combustion chamber vali/ed to admit air and fuel in .seperate and to exhaust Spentgli. s' [duced near civ emi be tu .ign te Fazi, infirr being :formi 'i' i. port in its Wali adapted LA be miem L the pieton neer the end of the suction stroke and means for admitting a medium through said Fort into said cylinder for protecting tbe luiricating oil used be tweenv the Working surfaces of the piston and cylinderirom the influence of the burning fuel and gases and the products of combustion in the engine,

compi-isi n tion cham er 4, A. combustion engine, comprising, in mnnbnetion, a piston a stationary element e. lon? tube forming a oombus# an( a bearin element in the form of e cylinder on an en of said tube in which said piston is sldably mounted, means for lubricatin the adjacent surfaces between said, cylinder and piston, means for ndmittii'ig zur into the outer end of said tube to prevent .free i nition of the fuel by chillingy the surface o't the tube and carrying forward any incandescent particles of the prod" ucts of combustion, means for admitting a charge of fuel into the outer end of said tube following the admission of said air, means for exhausting spent gases from the tube, means for igniting the fuel charge in the tube whereby a prolonged force is exerted againstthe piston during the working stroke, said cylinder being formed with a. port in its side adapted to be .uncovered by the piston near the end of the suction stroke, and means ior edmittin .a medium throu h Quid port into Suid cylinder to protect t le luk'rice. in# medium on the adjacent surfaces ai; sait? cylinder and piston againstt'he deteflon-ting iniiucnce of the combustion of fuel in the engine.

in testimony whereof, I have signed my name to this specification', in the presence oftwo subscribing witnesses.

WILLIAM A. SORGr,

Witnesses:

STELLA L. WAsCrmNBEnann, F. Gr. BRADBURY.

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