US1279367A - Motor. - Google Patents

Description

C. 1. LAKE.

MOTOR.

APPLICATION FILED IAN.28, Isis.

1,279,367. Patented sept. 17,1918.

`ATTORNEY lGERISTOPHEIR, J'. LAKE, OF BRIDGEPORT, CONNECTICUT.

MOTOR.

To all whom t may concern.'

Be it known that I, CHRISTOPHER J. LAKE, citizen of the United States, and resident of Bridgeport, in the county of Fairfield and State of Connecticut, have invented certain new and useful Improvements in Motors, of which the following is a specification.

This invention relates to internal combustion motors` and it is directed particularly to improvements applicable withy means such as are disclosed in my earlier Patent No. 971,760, in which moistened air, heated in the cylinder jacketq is caused to contribute propulsive energyt-o the piston, besides functioning as a cylinder cooling medium.

Briefly stated, my said improvements consist of means, operable by the motor, wherebyV (1) the velocity of air iow to the cylinder casing or jacket may be varied, and thus its volume and pressure increased or decreased both for satisfying cooling requirements and for subsequent introduction to the working cylinder,and (2) whereby variable pressures of air are created and caused to concomitantly regulate the proportion of liquid fuel introduced into the cylinder, and the proportion of waterl injected into the cylinder jacket.

Especially, in the case of aeronautical motors, which are required to Jfunction under .varying conditions of the atmosphere, ranging from normal pressures near the earth. to more tenuous stages at higher altitudes, difficulty has been experienced in attempting to adapt the present day motors for eflicient operation under .all conditions of atmospheric density. In fact, with respect to the very thin air of high altitudes, itis doubtful whether others have yet devised means for amply charging the cylinders with air.

An air compressor is runl by the motor, but means are provided by me, under the control of the operator, whereby the speed of the compressor can be varied, relatively to the motor speed. so that when operating for example in the presence of lighter air, the greater activity 0f the compressor will enable it to supply the requisite volumetric charges for eiiicient power impulses, as well as for the other purposes set up in my said former patent.

Other features and advantages of my said invention will hereinafter appear.

l Specification of lllettersIlaatent.`

Patented Sept. 17, 1918.

Application mcd January 28, 1918. Serial No. 214,172.

In the drawing Figure 1 is a side vertical section of a motor having my improvements. n

Fig. 2 is a rear elevation thereof, and Fig. 3 is a detail plan view, in section, of the compressor.

In the present example of my improved motor, Ijhave shown a cylinder 1, having a cooling jacket 2. The piston, 3, is linked with a cross-head 4 by a4 connecting rod 5, said cross-head traveling upon guides 6, and, by means of pitman 7, operating a crankshaft 8, which latter may carry or operate a propeller 9, or otherwise deliver its power.

Thev cylinder in this instance is intended to be double acting, i. e., provided with upper and lower intake valves, respectively indicated at 10 andll, in order that the piston may receive a power impulse for each stroke, and also said cylinder is provided with two exhaust ports, 12 and 13, respectively, to carry 0E the expended power media; The particular characteristics and arrangements of these valves and Aexhaust ports will be referred to hereinafter.

Mounted upon the crank-case 14 is a compressor 15, which is driven by change speed mechanism from the crank-shaft 8; a shift l lever 17, to be handled by the operator, servwhich extends outside the valve casing, and

communicates, as by a flexible tube 22, with a water tank 23. lRadial orifices 24 in the valve 2O communicate with the interior of the hollow stem, said orifices normally closing against the valve seat 25 when the valve is closed, and permitting the passage of water to the jacket,'concurrently with the iniow of air, when the valve is opened. A needle valve 26 is provided for the hollow valve stem 21, whose adjustment regulates the proportion of water, under'any given pressure, that is to be injected into the jacket in the period during which the valve 20 is open. The valve 20 may be actuated as by a 'bell-crank 27, which is operated by a cam rod 28.

- A pipe 29 communicates from tube 18 rto a liquid fuel tank 30 and water tank 23.

rIhus equal pressure from the compressor is applied both to the water and fuel supplies.

Fuel from tank 30 passesuthrough tube 31 to a hollow stem 32 carrying valve 10, said valve having radially opening orifices 33, which, when the valve is open, conduct fuel to lthe cylinder, and which, when the valve is seated, are closed against the valve-seat. A needle valve 34, in the valve-stem 32, provides adjusting means for regulating the flow of liquid fuel through said hollow stem. The valve 10 may be controlled as by a rocker arm 35, operated as by a camrod 36.

Heated air, or admixture of air and steam, is admitted to the cylinder through valve 10 concurrently withthe. fuel, to constitute an explosive charge, Whose propulsive effect is enhanced through the pressure created inl the jacket b-y the transference of heat thereto from the cylinder, which also reacts with the exercise of a consequent cooling influence upon the cylinder'. In this power stroke the piston moves to the opposite end of the cylinder.y For the return stroke of thev piston the valve 11 opens and admits the expanding pressure of the heated air and steam from jacket 2 to the other-*side of the piston, and thus this return stroke becomes also a` power stroke, though in lesser degree.

The piston 3 is shown in full lines in Fig. 1, as moving upwardly from its lower, dotted position, under the influence of the pressure medium received from jacket 2 through valve 11, which has been opened as by rocker arm 37, actuated by cam-rod 38; the piston thence continuing its movement to the end of the stroke, indicated by the upper representation in dotted lines. During this stroke of the piston, the exhaust port 13 has remained closed, while the exhaust port 12 has been held open for the escape of burnt gases from the upper end of the cylinder,--the residue of an exploded charge under the inuence of which the iston had made its preceding power stroke 1n the other direction.

While the piston is passin the port 12 lthe valve 10 is opened, where' y liquid fuel with its entry, impregnated with tiny jets of diffusing fuel from the radial orifices 33.

The period during which valve`10 remains open is limited to the time occupied by the piston in moving to about a point near the upper edge of the port 12, said port becoming closed at about the time when Valve l0 opens.- The combustible charge which has been admitted to the upper portion or combustion chamber of the cylinder, is then, -in the remainder of the piston stroke, further compressed, prior to ignition as by spark plug 40, to provide the impulse for the return power stroke. p

The exhaustV ports 12 and 13 are respectively controlled by valves, here indicated as slide-valves 41 and 42. I haveshown the valves 41, 42 as connected together by a link 43, and actuated by a single cam-rod 44.

The arrangement of said valves is such that' they serve to open one of the exhaust ports while closing the other one. the port 12 is closed, as describedfin the course of the upward stroke of the .-piston, the port 13 has, in the same action, been opened, and thereby the expanded fluid medium, whose energy had carried the piston through its upstroke, is allowed to escape during the inal portion of said upstroke, and also during the first portion of the I"downwardly returning power stroke.

The exhaust ports may connect ywith a manifold 45, as a common discharge channel for the expanded products of both power media, and into this channel I may introduce the nozzle 46 of a relief pipe 47 that communicates with the source of compressed air supply.' Said relief ipe is provided with a safety valve 48, a justable to open when the pressure exceeds cylinderrequirements, and then the overplus pressure is relieved through pipe 47, whose nozzle is inclined in the direction of flow taken by the exhaust products, to, by entraininy action, assist in scavenging the working c ambers of the cylinder, and also to exercise a cooling influence upon the exhaust gases.

As will be apparent from the foregoing description, air under equal pressure is delivered by the compressor to the jacket 2, the fuel tank 30 and the water tank 23, the degree of pressure varying according to the speed at which the compressor is driven. Obviously, by means of the change speed mechanism employed (which may be of any known type), the compressor speed may be increased or diminished to su1t the motor requirements, accordin to the density or tenuity of the atmos ere in which it is Thus, when i a cooling jacket, of a compressor driven by said motor to deliver air to said jacket, to be heated therein, and to be delivered therefrom to said motor, and manually controlled means for varying the speed of said compressor relatively to said motor.

3. The combination, with a motor, having a cooling jacket, a liquid fuel supply to said motor, and a Water supply to said jacket,

of a compressor driven by said motor to deliver air to said jacket and apply pressure upon said fuel and water supplles, means for communicating mingled air and water to said motor from sa1d jacket, as heated in the latter, and manually controlled means for varying the speed of said compressor relatively to said motor. f

4. The combination, with a motor, having a cooling jacket, a liquid fuel suppl to said motor, and a Water supply to sai jacket,

of a compressor driven by said motor t0 yWater from said jacket, as heated in the latter, alternately to opposite sides of the piston, and manually controlled: means for varying the speed of said compressor rrela-l tively to said motor.

5. The combination, With a motor, having a cooling jacket, a liquid'fuel supply to said motor, and a Water supply to said jacket, of a compressor driven by said motory to deliver air to said jacket and 4apply pressure upon said fuel and Water supplies, a double acting piston in said motor, separate means for communicating mingled air and Water from said jacket, as heated in the latter,`

alternately to opposite sides ofthe piston,

separate exhaust means for the powermedia,

and manually controlled means for varying lthe speed of said compressorl relatively to said motor. s

Signed at'borou h of Manhattan, in the city, county and tate of New York, this 26th day of January,fA. D. 1918.

CHRISTOPHER J. LAKE. Witnesses:

F. W.BARKER, A. B. BARKER.

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