US1278571A - Internal-combustion engine. - Google Patents

Description

R. R. BELL.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED NOV. 9,1916.

Patented Sept. 10, 1918.

INVENTUR /f% @M/L ROLLO R.-BELL, OF PASADENA, CALIFORNIA.

INTERNAL-COMBUSTION ENGINE.

Application filed November 9, 1916. Serial No. 130,397.

To all whom it may concern:

Be it known that I, RoLLo R. -BELL, a citi- Improvements in Internal-Combustion En-,

gines, of which the following is a specification.

My invention relates to improvements in internal combustion engines and the objects of my improvements are, to provide cylinders on the opposite sides of a crank shaft having the stresses in the operating parts equalized by forming expansion in the cylinder onone side of the crankshaft when the cylinder on the opposite side is under compression; to equalize the stresses in the engine by having the pistons in the opposite cylinders rigidly connected; to generate gas and steam in one and the same cylinder in successive operation; to provide means on the ends of the cylinders by which gas and water can be inJected alternately;- the invention consisting in the construction, combination and arrangements of devices hereafter more fully described and claimed, and illustrated in the accompanying drawing, in which:

Figure 1 is my device in vertical longitudinal section, one cylinder ready for explosion and the other cylinder ready for compression.

Fig. 2 is my device in vertical longitudinal section, one cylinder under explosion and the other cylinder closing up for compression.

Fig. 3 isthe feeding pump which supplies fuel and waterto the combustion chamber.

Fig. 4 is my spark plug forming at the,

posite sides of the crank-shaftQ rigidly to one body. The inner pistons 10 and 11 are slidably mounted within. the piston cylinders, two of the inner pistons, on the opposite sides of the crank shaft forming also one body by the cross-head plates 12 and 13. The upper guide bar 4: connects the housings 1 and 2 on the upper part.

Grooves 15 are provided in the innersurface of the housings 1 and 2 to allow a communication from the housing through the grooves 15 in the housing over to the grooves 16 in the piston- cylinders 5 and 6, and further on through the inlet recess 17 in the housing and the inlet port 18 in the pistoncylinders with the inside of the piston-cylin 'ders.

Normally, the housings form merely air compressors, the air being admitted through suitable inlet valves, not shown in the drawing, at the openings 19. Such construction is especially adapted for a low-gravity fuel oil, The fuel oil' is compressed and injected by special pumps 20,attached to the endsof the housings, while the piston rods 21 of.

(siuch pumps are secured to the piston-cyliners.

'A pump of such construction, suitable to inject the fuel oil and water into the device is more clearly illustrated in Fig. 3, the numeral 22 indicating the end plate of the housing on which the cylinder 23 for the pump is formed or to which the cylinder may be suitably attached.- The pump piston 24: is slidably disposed in the cylinder '23 having the piston rod 25 secured thereto. Conduits 26 and 27 areprovided inside of the piston rod 25 communicating with the inside of the piston cylinders. Check valves 28 and 29 are'disposed inthe pump-piston regulating the communication of the chambers 30 and 31 with conduits to the interior of the piston-cylinders 5 and '6; A connec tion 32 is provided to allow the attachment of a suitable feedin valve to the chamber 30, preferably for %he fuel oil, while another connection 33 is provided to allow the use of water through the chamber 31.

The pitman 34 connects the crank shaft 9 withthe cylinder pistons 5 and 6, as the cylinder pistonson the opposite sides of the crank "shaft are attached together, this causin'g always the same direction in the movements of the cylinder pistons on opposite sides of the crank shaft. The pitman 35 operates the two inner pistons in a similar manner as these pistons also form one body,

the direction in the movements-of the inner pistons being the opposite to the cylinderpistons.

The operation of my engine is as follows Under the presumption that the engine is turning in the direction indicated by the a center of the engine, while the cylinderpiston 6 will slide outwardly, the explosion having force until the port 18 in the cylinder piston. passes the exhaust 37, such position being illustrated at the left in Fig. 2.

After the waste has escaped through the exhaust as described above, the pistons come to a position as shown at the left in Fig. 1,

the inside of the cylinder piston filling again with fresh air through the channels 15, 16, recess 17 and port 18. Completing its cycle the piston cylinder 6 will move toward the center of the engine and the inner piston 11 will move outwardly, thereby cutting ofi communication of the port 18 with the exhaust 37 and compression begins.

At the same time with the compression of the air in the cylinder piston, the fuel oil in the chamber 30 of the pump is also compressed [and is in this compressed form injected past the check valve 29. see Fig. 3, through the conduit 27 into the cylinder piston. In Fig. 1 to the right it will be notlced that at the highest compression between the inner piston 11 and the cylinder piston 6, the chamber 30 in the pump is also under highest compression caused by the pump piston 24.

The explosion in the cylinder piston and the moving of the cylinder-piston outwardly cause also the sliding of .the pump piston 24 outwardly, resulting in anexpansmn or suction on one side of the pump piston, the chamber 30, thereby filling the chamber with new fuel oil; and resulting also in a compression at the other side of the pum piston, the chamber 31, thereby causingt e water accumulated in the chamber 31 to pass through the conduit 26 in the pump-piston rod into the cylinder piston. As thegas in the cylinder piston in this position has just exploded, it is highly heated and the water spray injected by the pump will be expanded and vaporized into steam. The vapor created is also of importance in using low-gravity fuel oil.

For startmg the engine, it will easily be understood that better fuel oil can be injected through the connections 19 on the housings:

In connection with my engine I prefer to emma use a spark plug as illustrated in Fig. 4, the numeral 38 indicating the material in the cylinder piston, while the numeral 39 indicates the material in the housing.

The spark plug is constructed in two halves, one of which is secured to the cylinder piston and the other is secured to the housing. A steady current is supplied to the stem 40. This would naturally cause a permanent spark, but as the stem is insulated by the insulation 41 from the metal, no spark can occur until the stem 40 passes over the pin 42 in the second half of the spark plug. This pin is also insulated from the metal, in this case by the insulation 43, and sparking can feeding pump is delivered to the inside of the cylinder piston.

2. In internal combustion engines having a housing: A compressor, a cylinder piston slidably mounted in the compressor, an inner piston slidably mounted'within the cylinder piston, a feeding pump secured to the housing, a piston slidably mounted within the feeding pump, a piston rod secured at its one end to the piston Within the feeding pump and atits other end to the cylinder piston, a conduit from the chamber at the one side of the piston within the feeding pump through the feeding pump piston rod communicating with the inside of the cylinder piston, a ball check valve controlling the passage of air, fuel or liquid through the conduit, a conduit from the chamber at the other side of the piston within the feeding pump through the feeding pump piston rod communicating with the inside of the cylinder piston, a ball check valve controlling the passage of air, fuel or liquid through the conduit, grooves in the inner surface of the housing and grooves and ports in the cylinder piston wall co-acting to form a bypass from the compressor in the housing to the inside of the cylinder piston at the time of highest compression in the compressor.

In testimony whereof I hereunto affix my signature in the presence of two witnesses.

some a. BELL.

Witnesses:

O'r'ro H. KRUneER, C. MrrsoHLER.

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