US1269989A - Combination ignition and fuel-injecting system. - Google Patents

Description

F. L. WILLIAMS. COMBINATIOMl IGNITION ANDIFUEL INJECTING SYSTEM.

APPLICATION FILED FEB. 25 ISIB- RENEWED FEB. l26, |918.

' Patented June 18, 191&

H v- ,A Fr@aLALWizLiam E l )Vp-www UMTED 4s'rA'rns PATENT OFFICE; 1

man L. winnaars, or'sAN ritaNcIs-cojcALIro'aNIL ODINATION IGNITION' AND FUEL-INU ECTIN G SYSTEM.

Ipeciioation ofihetterl Patent. 138111511171311 Jllllle 18, 1918. y

Application nledlebrulry 28, 1916', Serial No. 80,887. Renewed .February 26, 1918. Serial No. 219,342.

\ To all 'whom it may concern.'

Be itfknown that I, FRED L. WILLIAMS, a citizen of the United States, residing at the city and county of San Francisco and State of California, have invented new and useful Improvements in Combination Ignition and Thel invention consists of -the parts and the construction and combination4 of parts as hereinafter more fullyl described and claimed,.having reference to the accompanying drawings, in which F-igure 1 is a central, vertical' section through the combination igniter and injector. x Fig. 2 is a cross section on line 2 2 of Fig. l.

eferring to the drawings in detail, A

indicates .the head of an internaleombus-j tion engine; 2 the cylmder proper' and 3 the piston. Adapted to be screwed into the cylinder or head, so as to communicate with the compression space formed between the cylinder head and the piston, is a casing 4,

provided with a centr longitudinal open ing 5 and a water jacket around the 'upper end.v v

, Suitably secured in the centralchamber 5 is a porcelain tube 6,v which will hereinafter be termed the ignition tube. The

lower end of the ignition tube is vprovided with two sets of annularly d1spo sed spra openings 7 and 8 which communicate annular channels '9 and 10 formed in the lower end of casing 4. Thesel channels are in turn connected, through a vertical passage`11, with a fuel .receiving chamber 16 to which fuel is admitted through a pipe 13 connected with a lpum ,50

or other suitable means (not here shown e Mounted in the lower end of the casin 4 is a pair of needle valves 14 and 15. e valve, 14 is adaptedy to close communication between 'the vertical passage 141 and the annular channel 9; and the valve lis' adapted to enter the passage 11 to-regulate the. voI

` scribed.

ume of fuel passing therethr ugh into the lower channel 10, as will he nafter be des The'upper end of the central-passage 5 1s enlarged on one side to provide a space 16 between the lgnition tube 6 and thev casing,

and the lower end of this enlarged. space 1s extended to form communication, as -at 17,.

with vthe outer end of the firing 12. The upper -end of the ignitlon tube is provided with an annular channel 18, in which is mounted a heating coil 19. This coil isv connected with a source of electric A current supply (not'here shown) through means of an insulated plug 20 which ex.

tends through the top of the casing, as shown. One terminal'of the coil connects with the centrally insulated terminal 21 of` the plug and the opposite terminal ofv the coil connects with the metal portion of the plug. A lowv tension current passing 'through the plu and the coil causes the ignition tube to ecome sufliciently heated to ignite any fuel in'ected therein, and this heat may be regulat d to prevent pre-igni- I Y tion'- 'by regulating the volumel of water` passing .through the coolin jacket, or by 'l vother means hereinafterv to ie described.vv z- Extendingthrpugh one side of the casing -4 and communicating with the interior upper end of the. ignition tube is a spra 'nozzle 23, `This lnozzle is provided `wit two connections 24 and 25; the connection 24 being) connectedgwith an oil pump or other suita le source of'fuel under pressure (not here shown), and the connection 25` with a water Vpump or other lsuitable source of. I,

water `under pressure (not h ere shown). The operation will' be as follows: When vthe piston 3 returns, on thel .compression stroke', a small volume of hydrocarbon fuel will -be injected through connection 24 and nozzle23 into" the upper end of the .ignition tube; the firing chamber"12 having previously,v been charged .with a l'heavier grade of fuel during the ekhaust stroke of the pis- .ton or .during the beginning o f'the compression 2 stroke before any appreclable compression has" been created-withln the cylinder.-

jected through the 'nozz sion, causesi combustion to take place in the "upper end of the tube. The expansion, scaused' by the admitted and ignited charge, is transmitted 'through the upper end of the The small amount of lighter grade fuelinf e 23, when the pi'sf ton reaches the highestpoint of compresignition tube and 'the enlarged passage 16, f

with connected lower passage 17, tothe outer end of the firing chamber 12 and causes suicient pressure at this point to force the fuel charge out of the chamber '16 and down into the vertical passage 11,

' either set of spray openings to be used or mitted fuel charge or g The small charge of fuel lrst admitted pre=ignite,

further be assisted by regulating the volume 'compression stroke and the the volume of fuel passing therethrough to be regulated to a nicety.

The combination igniter and injector constructed as here shown is particularly adapted for use in connection with internal combustion engines of the Diesel t pe.

This arrangement also permits a e or coarse spray to be produced and will, in this manner, permit a slow burning of the. ad-

fast burning of same.

through the nozzle 23 not only creates the pressure required for the complete expulsion of the main fuel charge from chamber 12 but also causes this to be ignited as it enters the main compression chamber of the cylinder. The timing of ignition and spraying of the main fuel charge is controlled entirely by the fuel pump which connects with the spray nozzle 23, and, as this forms no particular part of the present invention, it is not here illustrated. Any suitable means may be provided for advancing or retarding the stroke of this pump.

The water connection 25 applied to the nozzle 23 is provided for the purpose of admitting a small amount of water for the purpose of partly cooling the ignition tube should this have a tendency to overheat and and the cooling of the tube may of water passing through the cooling jacket.

The method and apparatus for igniting and injecting the fuel here shown obviates the necessity of pumping the main fuel charge through the spray nozzle against the high compression of the main `combustion chamber, as'the oil or fuel supplied to cham-4 ber 16 may be pumped in during the exhaust, suction stroke or the first portion of the I fuel may be discharged from the charging chamber 16 at any time desired by adjusting .the stroke 'of the fuel ump connected with the nozzle 23. It also o viates the high pressure air compressors necessarily used with most types of Diesel engine now employed and will also to a more or less extent do away with the high compression needed in Diesel engines, asthe ignition is in this instance caused by theheat of the ignition tube.

Not only can heavy-oils and light oils be sprayed in this manner'but the device as a whole can be used to advanta c on gas and producer gas engines. The evice may be used as an ignition system alone, or it may be used for the purpose of enrichin the gas mixture already admitted to the cylinder through the-inlet valve of the engine; the enriching taking place by permitting a small amount of fuel to be admitted through chamber 16 and its connected spraying passages or through'the upper spray nozzle 23. The pressure or other gas employed is in this manner enriched to any point desired and the power and speed of the engine consequently increased. The device may also be used in case ofa rich mixture in the combustion engine to spray into the chamber a certain amount of water so as to prevent ignition of the gas mixture by a hot piston or by too high compression. This water would preferably be pumped into the pipe that is used as the main fuel pipe indicated. at 13 and would be injected through the spray openings 7 and 8 by an explosion of the character described caused in the upper end of the ignition tube. f

The materials and finish of the several parts of the device may be such as the experience and judgment of the manufacturer may dictate.

I wish it understood that various changes in form, proportions and details of construction may be resorted to within the scope of the appended claims and that I do not wish to limitl myself to the specific design and construction here shown. v A

Having thus described my invention, what I claim'and desire tosecure by Letters Patent is l 1. The method of injecting and ignitingl fuel in engines of the Diesel type which comprehends the injection in diEerent chambersof two fuel charges, igniting one of said charges, and utilizing the pressure and heat thus obtained to drive the other charge into the main combustion chamber. and siinultaneously ignitig said charge.

2. A lmethod of injecting and igniting fuel in internal combustion engines, which `consists. in injecting into a reception chamvber a charge of fuel during a time interval 3. A. method of injecting and ignitiiig fuel in internal combustion engines, which consists in injecting into a temporary reception chamber provided with spray openings a charge of fuel during a time interval 1 means for injecting a's'xnall char of an internal combustion en rary fuel receivingchamber communicating means for 1n] in the movement of the iston when the' pressure in the cylinder is ow, and then in Jectmg mto a primary combustion chamber which communicates with the temporary fuel reception chamber and the main compression chamber of the cylinder a small. -charge of fuel to generate suilicient pressure to drive the main fuel charge out of the temporary receiving chamber into the main v compression chamber and to simultaneously ignite the said char 4. A combmation fuel injecor andv igniter, comprising a casing havinga central chamber formed therein which is adapted to communicate with the-compression chamber of an internal combustion engine, a tempo'- rary fuel receivingr chamber formed in thecasmg, a hot tube in the4 central chamber, means -for injecting a. small charge of intothe hot tube and means for utilizing'the pressure caused by the burning-of the small charge to inject amain fuel charg'eypreviously injected into the temporary fuel receiving chamber. 5.- Thecombination with an internalcom bustion engine, of a casing having a fuel re' ceiving chamber 'formed therein vadap'tedto be charged during a'timeinterv'al injth movement of the piston when the is low, vand means for injecting and a second small chai-'ge of^ fuel to producev suiiicient pressure to inject-the main fuelA charge intoth'e engine cylinder and-simu1= taneosly ignite the same.

.7. A combination fuel' injectorl and ig v niter, compr1sing' a casing-'having a'- central --chamber formed therein which is adaptedto communicate with the compression chamber e, a' tempo. ormed" in the casing, a multiple seti of spray openings w'th :said fuel chamber, ectingamain fuel charge into i y said chamber, means vfor regulating the flow of fuel throughthe multiple spray openings, means for in] eating a h the hottube, and means for conveyin h t el pressure generated bythe burningo? Smau charge to the temporary 'faelfreiving f maglia? ber ofv an internal-combustionengine, itemf poraryyfuel receiving chamber' vformed in. the .casing,f a multiple set of s ray openings .j j ''comm-1 1 nicatingJ with l ifQIji'ljefziiilig-a main fuelchargeinto' said .chamber,zmeans for Iregulating the flow 1 v gli the multiple Spray openings,v

Vof fu'eltlirou allv fuelcharge;A into f engine cylind 1n .-rcyinder, i vand mean indep suction effect: cause charger' f throughgthe multiple j praythpenings the compression chamber o to SimuItaneOuSIyignite-,s'aid 8. A combination fuell niter, comp charge.

a casing having therein which4 1s adaptedv to communicate' with thefcompress'ion 'charl'l- 'injector and" ascentral 12j '70.5

said internalgcombustionlenglnes comprising ihviilggagehamber" adaptedto communicatefwithgsthe compression .end of an 'cans `ffo`r introduc'in a ,fuel chargel intoapaitfof said cham er ur- :a oflowpressure in th engine endentyof any lby the engin for forcing -ati leasta large portion of. said chargeIo" f 'el chamber',

heating `jcoil connectedwith afsourcev dim the-upper.

e piston 4 100y chamber'and igniting'said' andy ige..

1.8.0 o'f the?'smallgjv elv receiving/- main fuel charge out" Openings into" prisingia casing, 'having' a' tubular chamber adapted to communicate Yat; vone end vvithj'.

thecompre'ssion end of anengine cylinder, lf

small fuelcharge into-r a, ft'emp'orary 'fuel receiving ch said tubular. chamber and also'v with an. in-

amber having free'communicationv'vith4 the otherend of 1101' termediatepcrtion thereof,nieansjforintro ducing', 'alfm otherend o force said 'mainfuelchargeinto the inter medate'- portion. of the tubular them into the en e (ylinden- In testimony- W ereo I have my hand in the` witnesses.

chamber and;

hereunto set the tubular chamber tothefreby11:15:"l

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