US1366445A

US1366445A - Gas-engine

Info

Publication number: US1366445A
Authority: US
Publication date: 1921-01-25
Anticipated expiration: 1938-01-25

Description

J. CHARTER. GAS. ENGINE. APPLl/{Tiou men SEPT. @119m Patented -..Ian. 25, 1921.

a sains-'suur 4.

1. A CHARTER.

GAS ENGINE.

APPLICATION FILED* SEPT. 15. 1919. 1,366,445, Pat-.amd Jan. 25, 1921.

. 1.. A..CHARTER.,

GAS ENGINE. APPLlcATloN'FlLED SEPT. 15. 1919.

Patntd Jan. 25, 1921.

3 SHEETS-SHEET 3 Melilli-.l

JAMES A. CHARTER, 0F CHICAGO, ILLINOIS.

GAS-ENGINE.

Specification of Letters Patent.

Patented J an. 25, 1921.

To all whom t 'may conce/rn.'

lle it known that l, Janine A. Unseren, a citizen of the United States, residing,` at Chicago, in the county oi? look and State of Illinois, have invented a certain new and useful improvement in Gras-Engines, oi which the following is a specification.

This invention relates to internal combustion engines, 'iarticulfirly those using heavy grades of 'fuel oil. lt is Well understood in the art that when the normal operation oi an engine suclriiie air into itseli is relied upon to here the ingoing air draw in liuel oil through the carluireter, there are one or more periods. particularly as a large volume of air is heinp; drawn in, When the effective oil drawini,in power is .fcry slight, With the result that hr.-y v oil if drawn in at all Will not he properly atomized.

The object oi this invention is to provide an engine oi this class ivith independent mechanism for forcing oil into the engine in preiL erly, liuely divided condition Whenever and wherever it is, by prior investigation, decided that it is Wanted.

The invent-ion consists in providing at a suitahle point in the engine intake an atom ozing or injecting apparatus controlled entirely Viudepcndentlv oiE the engine itseli lout it desired driven hy the engine itself which will at iredetermined times or points in the movement oit ie engine .fle-liver the lnoperly, finely d' 'den oil into the engine. The inventiiui 'liurther consists in valve mechanism for controlling this independent iniecting` or atoiniaug mechanism to, as is desired, vary the quantity ot materials delivered hy it to the eiigine, the device being usable on any sort ot liquid iuel, such as gasolene, kerosene, alcohol, or any ot' the fancy patented mixtur nonr on the market.

More particularly the invention consists in any iiaitures and details of construction herealfter more fully set torth in the specilication and claims.

Referring to the drawings in which similar numerals indicate the same parts throughout the several views,

Figure l is a side elevation in section of a sleeve valve eneine equipped with a device oi this invention. The engine mechanism itself is the subject matter of one or two patents heretofore issued to me and a pending` application Serial Number 317,701, iiled August l5, i919.

lilig'. 2 is a detail vieiv taken on the line 2-2 oit Fig. l sl'ioiving the preferred i'orm of valve mechanism :tor controllingl the admission oi air to the atomizer or injector, and the governing' mechanism (not appearing; in Fig. l) applied thereto.

is a vieiv corresponding to Fig. 2 oi an alternative form of valve mechanism for the same purpose.

Fig. -l shows the application oi the valve mechanism of Fig. 3 to the oil intake nozzle.

Fig. 5 is a vertical sectional view of the upper portion ot conventional form ot puppet valve mechanism. having' the device.

of this invention applied 'thereto and showing an alternative construction ot valve mechanism for controlling'the supply of air to the ato iizer or injector.

Fig. 6 is a detail oiI a cam drive mechanism for actuating the valve shown in llig. 5.

Fig. nozzle.

rlhe mechanism oi this :invention may be applied to engines of this type oi' any numher or cycles and `any number oit cylinders Without departing from the invention.V lin the drawings only sin glo cylinder is shown. ln the case ot multiple cylinder engines the mechanism here snoivn or essential parts thereoiz would he duplicated.

Reilerring;v to Fig. l the conventional. iorm oi engine shown comprises a main cylinder l0 in which travels the usual piston l2 driven hy the crank mechanism A, in crank case 16 the intaling and exzhausting` or" air being controlled hy the rotary sleeve valve 18 driven by the gear mechanism 20, air being supplied to the top of the cylinder above the piston through an intake pipe 22 controlled hy said valve, all as set forth in prior disclosures heretoiore referred to.

l ln applying the mechanism of this invention to the engine just referred to the fuel intake nozzle 2a is introduced into pipe or passage 22 at a point conveniently close to the engine cylinder. A constant supply of fuel oil is maintained in a float chamber 26 supplied by a pipe 28 conveniently placed 7 shows an alternative type of air Li l) adjacent to nozzle 2i. This float chamber mechanism which is a device well known in the art, and therefore not described in detail, is so adjusted and placed that fuel material is maintained on a level with or slightly below the upper or discharge end of nozzle 24.

Entering the pipe 22 at right angles to the top of nozzle 2e is an air pipe 30 having its discharge end or nozzle 32 immediately adjacent to and directed over the top of nozzle 2i so that when a stream ofv air is driven through nozzle 32 over nozzlel 2liit, under the ordinary atomizer principle, suol-1s liquid from nozzle 2er and carries it through into the top of cylinder l0.

The air under pressure is supplied to pipe through the valve case 34; of Fig. l which may be internally the valve mechanism of Figs. 2 or 3. rl`he air is supplied to this valve case and its inclosed valve through a pipe 36 in turn supplied from an air chamber 38 filled by an air pump 39 driven by gear mechanism @i2 from the gear mechanisin 2() heretofore referred to.

The valve device of Fig. 2 consists of the exterior casing 3i which appears in end view Fig. l attached rigidly to the engine by any suitable means as, for instance, the screw 36; there being in this case an adjustable rotary valve 38 which controls the passage of air from pipe 36 to

pipes

30 and 30, view Fig. l attached rigidly to the engine The designation 30aL is used to indicate diagrammatically a pipe identical with 30 leading to another'cylinder notshown. The valve 38 which thus controls the passagel of air in the nozzle or nozzles 32 is, as shown, of cylindrical form and is provided adjacent to each pipe 30 or 30l which it controls with a port through which the air has to pass in order to go from pipe 36 to the nozzle. Each port et() is made of triangular form as shown, longer than the width of the entrance to the adjacent pipe 30. The cylindrical valve 36 is made reciprocatable by mechanisms to be described within the case 34 so that different portions of this port e@ may be made to register with the intake of the adjacent pipe 30. Obviously when the wide end of this port registers with the pipe entrance and the valve 36 is rotated at a given speed there will be opportunity for greater quantity of air to pass through the port than when the narrower portions of the port are passing over the entrance to pipe 30. In other words, the port in valve 38 is open for a longer period when the wide end of the port is passing pipe 3() than when the narrow end is passing.

It is to be noted that onek side of triangular port 40, in the particular case here illustrated the upper side all, runs parallel to the axis of the valve casing and the rotatable valve. In practice the valve is so connected in relation to the engine crank shaft that the valve always closes on this line lll, yz'. e., when the line passes olf from port 30 when the piston in its full lowered position. As this line al is parallel to the axis of the valve this takes place every time regardless of the longitudinal position of the valve port. The result of this is that by moving the valve longitudinally the point of valve opening may be varied without changing the point of closing.

The valve 34: is open at its right hand as shown to pipe 36 in all positions of movement. The left hand end of tho valve cylinder is closed by a head 42 to which a reciprocatable rod or shaft la is secured by any suitable means as, for instance, nut 46 in connection with the squared shoulder 4:8 through the cylinder head. This shaft carries a v spline 5() with which it passes throughthe of the gear 56 driven by shaft 58 in turn driven in any convenient manner without novelty and so not shown from the crank shaft 60 of the engine. In constructing the device the gearing or other mechanism which drives this valve from the crank shaft is so arranged and proportioned that the valve 38 will rotate properly in relation to the movement of the piston to admit air through 'this valve mechanism to the nozzle 32 to propel air over and consequently draw oil from nozzle 24 into the upper end of the cylinder l0 at the proper time in relation to the sti' e of the piston l2. For example, and pr .trably when the piston is on its down stroke 0r in its inhalation movement.

its heretofore noted the spline 50 on shaft e insiiires the gear 52 rotating the shaft and consequently the valve 38. This spline is of such a character that the shaft 4:4 is reciprocatabie through gear 52, even when rotating, to vary lthe lengthwise position of the valve 38 and consequei'itly the ports ,LO as heretofore described, to give a stronger or weaker charge to vary the power of the engine.

Shaft la is reciprocated by the governor mechanism shown in the left hand upper corner ol Fig. 2, the mechanism in the particular form illustrated, consisting of a conventional gear driven ily-ball governor mechanism 62 which is connected to the shaft by the conventional bell crank mechanism 64k and intervening link 66. As the lgovernor operates in the ordina-ry manner the bell crank 64; is rocked and reciprocates the shaft ll() through the pin and slot connection 68. The governor is driven by the engine by any suitable means without novelty. well known in the art and therefcut` not shown.

(flbviously the bell crank 64 or other shiftl l (l llo positions valve 38 with its Wider end ink register: with pipe 30 under heavy load conditions and shifts to prevent acceleration of the engine to the narrower valve opening when he load is taken olf the engine.

In the alternative valve construction of Fig. 3, a casingcorresponding to casingl 31 is provided as before and in it is placed a rotary cylindrical valve 72 open at its right hand and closed at its left hand end so that the left hand end can have the drive mechanism T11 corresponding to the drive mechanism in Fig. 2 applied thereto. T he valve mechanism 72 dill'ers however from that of Fig. in that hot air or from the ei;- haust of the engine is fed into cylinder 72 through a pipe 7G and passes out through the other end through ports 78 and 8() through an exhaust pipe 82, thus supplying heat to the interior of the valve mechanism, While opposite sides of the cylinder 70 are perforated to make air intake ports 8l and S6, the latter leading to the nozzles 88 corresponding to nozzle 32, and the valve cylinder I2 has diametrically through it triangulai` pipes 90 of a cross section substantially like ports l0 in Fig. 2 so that as cylinder is reciprocated different cross widths of these pipes are brought in register with the intake and exit ports Sfi-80 referred to, whereby air from nozzles 8 admitted by supply pipe 92 corresponding to pipe 36 is regulated in the same manner as in the preferred construction in Fig. 2.

The object of passing hot air through the cylinder 72 around the pipes 90 is to hearJ the air delivered by pipe 92 as it passes to nozzles 88, thus to assist the air in readily volatiliz/zing the heavier grades of oil or other `l'uel drawn out of nozzle 24.

ln the construction shown in Fig. .5 a nozzle 100 is introduced into air intake passage 102 leading to puppet valve 1011. Air is supplied to this nozzle through pipe 36 or otherwise through a pipe 106; Whose communication with the nozzle is controlled by a reciprocatable valve 108 seatable at 110 in the obvious manner. Valve 108 is carried on a rigid arm 112 which in turn carries a roller 114i supported by a cam 116 driven by shaft 118. This shaft 11S, shown in detail in Fig. 6, is rotatably and reciprocatably mounted in bearings 120. It is driven from its right hand end by spline gear mechanism identical with the mechanism 5(152-54-56-58 of Fig. 2 and not shown in Fig. 6. It is reciprocatable through a lever mechanism 124L pivoted at 126 which may be either governor or hand operated through the rod 128. Between thel bearings shaft 118 carries' the cam 116,

which has an inclined face 130 shown in Fig.

6, but not in Fig. 5, adapted to vary its eiective diameter as regards ivieel 114 when the shaft 118 and consequently the cam is shifted lengthwise of the shaft and to thereby vary the stroke and consequently the opening created by valve 108 and the 1eby vary the quantity and the period during which air is delivered by nozzle 100 into the cylinder. i

rlChe foregoing is the subject matter of a divisional application, Serial Number 382,874, filed lday 20 1920.

ln order not to limit this application to the particular form of air nozzle driving over an upright :fuel nozzle hertofore described an alternative nozzle construction is shown in F Y in which the air is supplied to pipe 130 and the fuel is supplied to pipe 132, the discharge nozzle 134 for the oil being properly adjusted or focused Within the air nozzle 136.

rllhe special advantages of applying this invention to combustion engine cylinders are that large ports and passageways may be used for delivering air to the engine so that there is no question Whatever about the engine having a maximum volume of air in it When the piston has completed its doivn stroke, and that higher velocity air is separately provided for atomizing heavy fuels which are not adequately handled by the normal suction of the piston hertofore referred to.

lt is to be noted that the independent air nozzles are located in immediate proximity to the engine cylinder so that'the atomized fuel is delivered through the usual valve controlled cylinder port directly into the combustion space of the cylinder instead of into the manifold as in prior constructions. rlhis direct delivery has the advantage that the fuel oils do not have a chance to con-v dense in the manifold and does away with all frosting of the intake pipe. lt permits the use of heavy, cheap oils. p

. Having thus described my ini-.f'ention what l claim as new and desire to secure by Letters Patent is i v 1. ln mechanism of the class described, in combination with the combustion space of an internal combustion engine provided With an air intake passage, a fuel nozzle adapted to deliver oil, an independent air nozzle adapted to take oil from the fuel nozzle to the combustion space, means independent of the engine intake for supplying air under pressure to said air nozzle, and means positively driven by the engine crank shaft for regulating the period of time during which air is delivered by said air nozzle in proportion to the angular rotation of the crank shaft.

2. In mechanism of the class described, in combination with the combustion space of an internal combustion engine provided with an air intake passage, a fuel nozzle adapted to deliver oil, an independent air nozzle adapted to take oil from the fuel nozzle to the combustion space, means independent of the engine intake for supplying air under pressure to said air nozzle, and means positively driven by the engine crank shaft for varying the volume and duration of air delivery said nozzle in proportion to the angular rotation of the crank shaft.

3. In mechanism of the class described, a cylindrical valve casing provided with intake and exhaust air ports, one of which is in the cylindrical wall of the casing, a valve member rotatable and reciprocatabie within said casing over said last mentioned port there being a port in the valve member adapted to intermittently register with the air port in the cylindrical wall of the casing, one of said `registering ports being of irregular shape and larger than the other whereby varying the position of the valve member changes the delivery of material passed by the device.

Ll. In mechanism of the class described, a cylindrical valve casing provided with intake and exhaust air ports, one of which is in the cylindrical wall of the casing, a valve member rotatable and reciprccatrfible within said casing over said last mentioned port there being:r a port in the valve member adapted to intermittently register with the air port in the cylindrical wall of the casing, one of said registering ports being of triangular form extended along the axis of the cylinder and larger than the other whereby varying the position of the valve member changes the delivery of material passed by the device.

5. In mechanism of the class described, a cylindrical valve casing provided with intake and exhaust air ports, one of which is in the cylindrical wall of the casing, a valve member rotatable and reciprocatable within said casing over said last mentioned port there being a port in the valve member adapted to intermittently register with the air port in the cylindrical wall of the casing, the port in the valve member being larger than the other whereby varying the position of the valve member changes the delivery of material passed by the device.

6. In mechanism of the class described, a cylindrical valve casing provided with intake and exhaust air ports, one of which is in the cylindrical wall of the casing, a valve member rotatable and reciprocatable within said casing over said last mentioned port there being a port in the valve member adapted to intermittently register with the air port in the cylindrical wall of the casing, one of said registering ports being of triangular form extended along the axis of the cylinder' and larger than the other and located in the valve member whereby varying the position of the valve member changes the delivery of material passed by the device.

7. In mechanism of the class described, in combination with an engine, a cylindrical valve casing having an intake port in one end and a discharge port in the cylindrical side thereof leading to the engine, a cylindrical valve member inside the casing open at all times to the intake port and provided in its cylindrical wall with a port of irregular shape and of greater area than the discharge port adapted to intermittently register with it as the valve rotates, means for rotating the cylindrical valve within the casing and means for reciprocating the valve within the casing whereby the effective area of the opening through the cylindrical valve to the discharge port of the casing is varied for the purposes set forth.

8. In mechanism of the class described, in combination with an engine, a cylindrical valve casiii' having an intake port in one end w port in the cylind ing open atinics to the in port am provided in its cylindrical wall with a port of irregular shape and greater area than the discharge` port adai'ited to interniittei tl] register with it as the valve rotates, means for rotating the u 1'ndrical valve within the casing, means for reciprocating the valve within the casin whereby the eifective area of the opening through the cylindrical valve to the discharge port of the casing is varied, and governor mechanism adapted to be driven by the engine to which the valve mechanism is applied, arranged to reciprocate said valve within the cylindrical case, for the purposes set forth.

In witness whereof, I have hereunto subscribed my name in the presence of two witnesses.

valve men' JAMES A. CHARTER.

Witnesses Dwi'cirr B. Cnnnvnn, A. RosnNTHAL.