US1395138A

US1395138A - Internal-combustion engine

Info

Publication number: US1395138A
Application number: US281334A
Authority: US
Inventors: Plush Earl Vernie
Original assignee: Individual
Current assignee: Individual
Priority date: 1919-03-08
Filing date: 1919-03-08
Publication date: 1921-10-25
Anticipated expiration: 1938-10-25

Description

E. V. PLUSH.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAR. s, 1919.

1,395,138, Patented Oct. 25, 1921.

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WlT/VE88E8 INVENTOR EzL'rZ VPZush E. V. PLUSH. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAR. 8, I9l9.

Patented Oct. 25, 192 1.

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lillllalilllp'klrl INVENTOR Earl KPZ ush 95 ATTORNEYS UNITED STATES EARL VERNIE PLUSH, 0F MEADE, KANSAS.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented o r. 25, 192 1.

Application filed March '8, 1919. .Serial No. 281,334.

To all whom it may concern:

Be it known that I, EARL VnnNIn PLUsH, a citizen of the United States, and a resident of Meade, in the county of Meade and State of Kansas, have invented certain new and useful Improvements in Internal-Combustion Engines, of which the following is a specification.

My invention relates to improvements in internal combustion engines, and it consists in the constructions,combinations and arrangements herein described and claimed.

The foremost object of my invention is to provide anovel carbureter,so combined with the engine, that use is made of compressed air created by a part of the piston, to convey the fuel to the working chamber, said carbureter including means whereby the stream of compressed air may be either partly or wholly diverted from the spray nozzle, to obtain 1 variously proportioned mixtures.

Other objects and advantages will appear inthe following specification, reference being had to the accompanying drawings, in which:

Figure 1 is a vertical section of an internal combustion engine constructed in accordance with my invention, and illustrating the embodiment oftheimproved carbureter,

Fig. 2 is a detail section of the carbureter structure, t

Fig. 3 is a horizontal section of a part of the carbureter,

Fig. 4 is a detail sectional perspective view of the improved compressed air valve, and

Fig; 5 is a detail sectional perspective view of the carbureter casing.

In carrying out my invention I provide an engine cylinder which is of two diameters toform the working cylinder 1 and the air compressor cylinder 2. Although the draw ings show but a single cylinder or unit, it

o is to be understood that the engine can be made in as many units as practice may determine to be best. The engine operates on the two cycle principle, and in this particular construction, many of the disadvantages ordinarily encounteredin engines of this particular type, are altogether eliminated.

Air is automatically admittedv to the cylinder-2 by the openin of the intake valve 3 which i'slocated in the lateral at one side of the engine cylinder. The air intake valve 3 operates over a pocket 5 substantially as shown in Fig. 1, this particular arran ement being intended to enable the operation of the valve and yet take up comparatively little room. Athrottle valve 6 in the lateral 4:, has an operating connection that leads to any suitable place, from which the throttle valve can be operated and the amount of air drawn into the cylinder 2, regulated.

The engine piston includes portions 7 and 8 of different diameters to accommodate the working cylinder and compressor cylinder respectively. As is common in practice, the piston is operated from the crank shaft 9 by means of the crank and connecting rod connections.

Air is drawn into thecylinder 2 on. the outward stroke of the piston, and compressed therein on the inward stroke. When the inward stroke is nearly completed, the comthe piston 8 reaches nearly the limit of its in.-

ward stroke, when the valveis opened by i means of the cam 13 and valve rod 14.

V The valve 11- is conical in shape as shown, and the seat of the valve in the cage 12 is shaped to accommodate the valve. The seat has an annular groove 15 in communication witha passage 16 that leads to the duct 10. The purpose of the annular groove 15 is, to tend to spread the compressed air around the conical valvell so as to obtain a more uniform dischar e of the compressed air into the mouth 1? of the carbureter 18.

A flap valve 19-whichis substantially rectangular in shape as clearly shown in Fig. 3, operates across the outlet of the mouth 17 of the carbureter. The spray nozzle 20 is directed toward the inside of the carbureter 18 substantially as shown, and the flap valve 19 is so arranged with respect to the spray nozzle that the incoming stream of compressed air can either be partly or wholly diverted from direct contact with the spray nozzle.

For example, under ordinary circumstances, the flap valve 19 will recline in the position shown in full lines in Fig. 2. In this circumstance, the compressed air will flow directly past the spray nozzle 20 and a certain relative proportion of both gasolene andair will flow to the working cylinders. On the other hand, when the flap valve 19 is moved over to the dotted line position in Fig. 2, the incoming stream of compressed air is diverted from direct contact with the spray nozzle, and a lesser amount of gasolene will be drawn in by reason of this fact;

Thus it will readily be seen that the mixture discharged into the working cylinder can either be made lean or rich as may be required. Adjustments of the spray nozzle are obtained by reason of the needle valve 21. The spray nozzle has communication with the pipe 22 by means of which fuel is conducted to the spray nozzle. The stem 23 of the flapvalve 19, maybe provided with any suitable connection that leads off into convenient reach of the operator, from which position the flap valve is capable of adjustment.

The casing of the carbureter 18 is of a particular design as clearly shown in' the sectional perspective view in Fig. 5. The bottom of the mouth 17 is round to conform to the shape of the valve 11, and the mouth which ,is shaped very much like a dome, merges with the rectangular outlet or throat 23 against the sides of which the flap valve 19 rests when in either of its two extreme positions. The valve itself occupies the circular part of the carbureter casingand this circular part merges with a rectangular passage 24, which is flanged to enable the securing of the carbureter against the side of the cylinder 1.

The exhaust valve 25 is operated by a cam 26 on the crank shaft, and has the intercom nected actuating devices clearly shown in Fig. 1. In operation, the exhaust valve 25 opens shortly before the piston 7 reaches the end of the working stroke, and closes shortly before the end of the compression stroke and just before the air valve 11 opens.

The charge of air compressed in the cylinder 2 while the piston moves on its inward stroke is thus quickly discharged into the working cylinder 1, carrying with it a suitable proportion of fuel from the nozzle 20, and is then ignited by means of the spark plug 27, after which the foregoing cycle of operation is repeated. V

As is evident from the foregoing description, the crank case of the engine is not employed for compressing the air, as is very often the case in engines of this type. No airis necessary for scavenging the working chamber 1, because the exhaust valve 25 is open about nine-tenths of the exhaust stroke, and before the first charge is admitted to the working chamber. Full efficiency can be ob tained because the quality of the charge can be readily regulated by means of the novel arrangement of the carbureter mechanism.

While the construction and arrangement of the engine as herein described and claimed is that of a generally preferred form, obviously modifications and changes may be made without departing from the spirit of the invention or of the scope of the claims.

I claim 1. An internal combustion engine, comprisin working and air compressor cylinders of different diameters, a duct branching from the compressor cylinder, a valve cage in communication with an annular groove, a carbureter casing having a portion covering the valve cage and a channel portion communicating with the working cylinder, the carbureter including a spray nozzle; a valve operating in said cage, arranged to be lifted from said annular groove to enable compressed air from the compressor cylinder to circulate in the annular groove and enter the carbureter casing in a substantially uniform stream, and means embodied in the carbureter cooperating with the spray nozzle to divert the air stream either wholly or in part from the spray nozzle.

2. An internal combustion engine, comprising a cylinder casting with working and compression chambers of two. diameters, a

portion of said casting including a duct ter-,

minating'in a. valve cagesupport, a valve cage mounted on said support, and having an annular groove with a channel communicating with said duct, a cam-operated air valve seated in said cage and normally closing said groove, and a carbureter seated on said cage, with a portion communicating with the working chamber, said carbureter including a spray nozzle, and manually 0perated means for diverting a stream of air admitted by the air valve, either wholly or in part, from the spray nozzle.

3. In an internal combustion engine including a compression cylinder, 'a compressed air duct extending therefrom and terminating in a valve cage support, a valve cage mounted on said support, having a conical valve seat with an annular groove and a channel communicating with said duct, a carbureter casing disposed between the valve cage anda working cylinder ofthe engine, including a dome portion fitting on the conical seat and terminating in a rectangular throat; a fuel spraynozzle directed into the carbureter casing, and a flap valve mounted in the casing andarranged to en gage either one or the other side of said rectangular throat, to either wholly or partially divert compressed air from the valve cage, from the spray nozzle.

4. An internal combustion engine, comprising a two diameter cylinder forming a working chamber and an a r compression chamber, an extension reaching up from the air compression chamber embodyinga duct and terminating in a valve cage support, a

valve cage mounted on the support, includmg a conical seat with an annular groove and chamber communicating'with the duct,

a conical air valve ccupying the seat and having a cam-actuated stem, a carbureter casing attached tothe valve cage, including a dome-shaped mouth fitting over the valve seat and terminating in a rectangular throat, said carbureter including an extension communicating With the Working chamber, an adjustable fuel spray nozzle directed into said chamber, and a manually operated flap valve capable of swinging from one side to the other of said rectangular throat, to either Wholly or partially divert the stream of air discharged fromthe Valve cage, from the spray nozzle.

5. The combination, of a valve controlling a circular compressed air spray, a carbureter spray nozzle situated in the spray, and means for partially or Wholly diverting the air spray from the nozzle to obtain variously proportioned mixtures.

6. In combination with an engine having air compressing means, a valve cage with an annular groove receiving compressed air, and having a valve controlling a circular spray therefrom; an operatively associated carbureter including a nozzle directed into said spray, and means included in the carbureter for either partially or Wholly divcrt ing the air spray from the nozzle.

EARL VERNIE PLUSH.