US1324406A - ohlsson - Google Patents

Description

O.'OHLSSON.

CONSTANT PRESSURE INTERNA'L COI VIBUS TION ENGINE. APPLICATION FILED APR. 27, 1915.

1 324,406. Patented Dec. 1919.

2 SHEETS-SHEET l- 0. OHLSSON.

CONSTANT PRESSURE INTERNAL COMBUSTION ENGINE. APPLICATION mm APH.27, 1915.

Patented Dec. 9, 1919.

2 SHEETS-SHEET 2.

OLOF OHLSSON, 0F S6DERTELJ'E, SWEDEN.

CONSTANT-PRESSURE IN TERNAL-CQMBUSTION ENGINE.

Specification of Letters Ifatent.

Patented Dec. 9, 1919.

Application filed April 27, 1915. Serial N 0. 24,192.

1 b all whom it may concern:

Be it known that I, OLOF OHLssoN, a subject of the King of Sweden, and resident of Skogsgatan 3, Siidertelje, in the Kingdom of Sweden, have invented certain new and useful Improvements in Constant-Pressure Internal-Combustion Engines, of which the following is a specification, reference being had therein to the accompanying drawings.

In constant-pressure engines hitherto known the fuel must be fed into the same by means of compressed air, which evidently renders the engine so expensive and complicated that the said feeding means cannot be used in engines of the small types.

This invention relates to a constant-pressure engine in which the fuel is fed in without air at a constant position of the crank,

i. e. when the piston passes the position at the outer dead center and the compression is the greatest one, and at the same time there is no fuel in the cylinder during the compression stroke. Owing tothe said fact the engine can operate with the necessary igh pressure during the compression stroke or with the necessary high temperature, thus with a considerable excess of pressure and temperature necessary for the ignition and the combustion, the ignition being thereby constant at all Working conditions, no regulation being thus necessary. Consequently, the object aimed at consists in the engine being quite free from gas mixture or fuel during the compression stroke. For gaining of the said object three main lastors are necessary, viz. a very rapid gasification of all fuel fed in, and a complete combustion of the said fuel during the work ing stroke for which it is intended, further the gas mustbe blown out in a more effective manner than what is generally the case in engines.

In the accompanying drawings Figure l is a longitudinal section, partly a side elevation, of what is necessary for the description of this invention.

Figs. 2 and 3am sections on the line A to B of Fig. 1 and show the working piston in different positions.

Fig. 4 shows the working piston viewed toward the inner end of same. 7

Fig. 5 shows a modified form of the invention.

For gasifying'the fuel a so called dividing valve 1 before known and spring loaded, if

with a plurality of openings 3. Thus,

wanted, is preferably used, the

said ignition device consists .of a cylindrical body, which is open at valve 1 and provided at its other closed end the Ignition body communicates with the workingcham ber of the cylinder at its open end and through the openings 3. said arrangementof the ignition device the valve end is put in contact with the most the end facing the .Owing to theeffective combustion flame escaping from the rear large outlet opening of the ignition body, so that the valve is heated to the degree necessary for gasifying the fuel in the moment when the same is forced through the hot valve at a high pressure. Owing to the said arrangement the whole amount or approximately the whole amount of fuel is gasified instantaneously.

e fuel may not be thrown from the valve 1 directly into the working chamber of the cylinder, as it is quite impossible to maintain the walls of the entire working chamber at the necessary high temperature, and besides the gas is so diluted at a small load that the combustion cannot be finished while the necessary high pressure is still prevailing in the cylinder. For this reason the fuel (being in a substantially gasified condition) is fed in in a tubular shape and in a thin layer along the inner walls of the strongly heated ignition body holding only a certain portion of the compressed air volume. The air forming a core within the ignition device or body thus heated will evidently have a much higher temperature than the air located outside the ignition body and surrounded by the outer wallsv of the working chamber. The proportion of the air volume'of the ignitionbody to the whole air volume must be adapted in such a manner that, at the engine, the air volume of the ignition body is approximately proportional to the quantity of fuel, so that the combustion (be: ing limited in this case to the body)takes place in a rapid and complete manner, in consequence whereof the engine works economically even at: a small load. however, the engine Works the air volume of the ignition'body is invery ignition at a full load,

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