US1409093A

US1409093A - Internal-combustion engine

Info

Publication number: US1409093A
Application number: US419651A
Authority: US
Inventors: Hugo B Grant
Original assignee: Individual
Current assignee: Individual
Priority date: 1920-10-26
Filing date: 1920-10-26
Publication date: 1922-03-07
Anticipated expiration: 1939-03-07

Description

H. B. GRANT.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED 001.26. |920.

l,409,093. PanIedIIIar. 7, 1922.

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A TTORNEY H. B. GRANT.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED OCT. 26. 920.

1,409,093, Patented Mar. 7, 1922.

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INI/ENTOR- W M A TTORNEY.

UNITED sTATEs HUGO 2B. GRANT, 0F CHICAGO, ILLINOIS.

IN TERNAL-COMBUSTION y ENGINE.

Application filed October 26, 1920.

` T0 all whom t may concern.'

Be it known that I, 'HUGO B. GRANT, a citizen of the United States residing at Chicago, in the county of ook and State of Illinois, have invented new and useful Improvements in Internal-Combustion Engines, of which the following is a specification.

This invention relates to internal-combustion engines' of the two-cycle type, and its object is to provide a very simple and highly eilicient engine of this type, and one in which the fuel charges are forcibly injected into the cylinder, the motive power for such el injection being derived vfrom an air pump driven by the engine.

he invention also has for its object to provide a novel and improved expedient for heating the fuel charges to complete the vaporization thereof, and furthermore, to provide for a thorough scavenging of the engine cylinder prior to the injection of the new fuel charges.

Other objects and advantages of the invention will be pointed out in the detailed description appearing hereinafter.

In order that the invention may be better understood, reference is had to the accorn panying drawings forming a part of this specification, and in said drawings.

igure 1 is a vertical sectional view `of the engine.

Figure 2 is a horizontal section on the line 2-2 of Fig. 1; Figure 3 is an elevation of the piston;

Figure 4 is an enlarged section on the line 1-4: of Fig. 1 showing the throttleA valve open, and

Figure 5 is a view similar to Fig. 4 showin the throttle valve closed.

eferring specifically to the drawings, 10

denotes the cylinder of the engine, the same being shown as cast with the upper section 11 of a crank case having a detachable lower section 12. The crank shaft 13 extends through the crank case, the latter having suitable bearings' supporting said shaft. The crank case is also shown with laterally extending supporting arms 14. The Adrawings disclose a single cylinder engine, but it will be understood that the engine may be vided with any number of such. The crank case is provided with the usual breather and Specification of Letters Patent.

v30 is held in Patented Mar. *7, 1922. serial no. 419,651.

oil filler pipe 15. The cylinder 10 has a detachable ead 16 carrying a spark plug 137 for` igniting the fuel charges.

reciprocatory piston 18 works in the cylinder 10 and is joined by a connecting rod 19 to the crank shaft 13 for driving the latter. The piston is of the usual trunk type carrying a wrist pin 20 for connection of the rod 19 therewith. The top of the piston is formed with a chamber 21 which opens into the explosion chamber of the cylinder 10 and has its side wall in sliding contact therewith, and provided with perforations 22.4 formin exhaust outlet parts, the same 'being' located at the bottom of the piston'chamber and spaced from the open top thereof.v

In the side wall of the cylinder 10 is a fuel inlet or admission port 23, and below or ahead of the same the cylinder sidewall has a plurality of exhaust ports 24 opening into an annular chamber 25 formed in the cylinder wall and having two outlets 26 to which is adapted to be connected the usual exhaust manifold.

The side wall of the cylinder -10 also has an annular water jacket space 27, and surrounding the latter concentrically is a fuel-heating chamber 28 which is in communication with the p ort 23. The chamber 28 has an inlet portion 29 opening through the side wall of the cylinder 10 for connection with a chargeforming device.l

In the port 23 is mounted a throttle valve for controlling the volume of fuel admitted to the cylinder 10 and thus regulating the speed and power of the engine. This valve is a hollow turning plug 30 having a side inlet port 31 adapted to open into the chamber 28. The plug 30 extends to the outside of the cylinder 10 and is here fitted with a lever arm 32 for operation. The fuel supply can be completely shut off by turning the valve plug 30 until its port 31 no lon er opens into the chamber 28. The valve p ug place by a retaining plate 33 bolted to the cylinder 10.

The charge-forming device hereinbefore referred to consists of a casing 34 which is so connected to the cylinder 10 that a passage 35 in said casing is in communication with the inlet 29 of the fuel-heating chamber 28. Into the passage 35 extends a fuel nozzle 36 land arranged in said passage to discharge across the mouth of said nozzle, is an air nozzle 37 connected by a conduit 38 to an airpump 39 driven by the crank shaft Y13 through any suitable means, such as a sprocket-and-chain gearing. The pump 39 is supported by one of the crank case supporting arms 14. The passage 35 also opens to the external atmosphere, and it is here fitted with a valve 40 of the ordinary butterfly type for controlling the amount of air entering the passage. The nozzle 36 is provided with a'needle valve 3621 for controlling the volume of fuel discharged.

The charge-forming device hereinbefore described operates similar to an atomizer to blow or forcibly inject a mixture of air and liquid fuel into the chamber 28, and when the port 23 is uncovered by the piston 18 a fuel charge is forcibly injected into the cylinder 10. At this time, the piston ports 22 are registering with the exhaust ports 24 and the spent gases are escaping into the chamber 25, passing out of the same through the outlets 26 thereof. On the return stroke of the piston the newly admitted charge is compressed and then red to obtain the working stroke of the piston. At the end of the working stroke the exhaust of the spent gases and the admission of a fresh 'fuel charge takes place. The engine therefore operates on a two-cycle, a power impulse being obtained at every revolution of the crank shaft.

It will be noted that the ports 22 are notI in the same plane as the inlet port 23 and that the lWall of the-chamber 21 has two diametrically imperforate portions 41 one of which coincides with the location of the port 23 so as to slide across the same. The port 23 is not uncovered by the part 41 until the exhaust gases have passed out of the cylinder 10 through the

ports

22 and 24, and hence the incoming fresh fuel charge is not fouled or prematurely ignited by any spent gases remaining in the cylinder. The cylinder is also completely scavenged by the forcible injection of the fresh fuel charges.

The charge forming device delivers the liquid fuel into the chamber 28 in the form of a fine mist which is completely and quickly vap'orized in said chamber, due to the heat derived from the cylinder wall and the water jacket 27, as well as the wall of the exhaust chamber 25, said wall also serving as strengthening walls for the entire cylinder casting. The engine does not rely on suction to draw fuel into the cylinder, but the fuel charges are forcibly injected, as a pressure is produced by the air jet 37. The 'cylinder is therefore filled to its full capacity, resulting in a maximum power.

By providing the piston 18 with the two diametrically opposite in'iperforate portions 41, no particular care is necessary when irl.'-

serting the piston into the cylinder 10, because it may be placed to position either one of said parts to line up with the port 23. The piston is fitted with rings 42 which are so located that they do not pass over the cylinder ports 24,' and hence they are not 1n danger of getting caught and breaking.

' The engine has no valves and no ca in shaft, its only moving parts being the piston, the connecting rod and the crank shaft, and hence the construction is simple, and all complicated parts liable to getiout of order have been eliminated; More horse power per unit of weight is obtained because of the absence of such mechanism as valves, valve springs, valve guides, lifters, cam shafts, etc., and this makes the engine much lighter than a four-cycle engine of equal piston displacement.

I claim f 1. In an internal-combustion engine, a cylinder having inlet and exhaust ports, and a reciprocatory piston in the cylinder hav- .ing a chambered top provided with sideports, said top uncovering the inlet port, and the side ports registering with the exhaust ports at the end of the firing stroke of the piston.

2. In an internal-combustion engine, a cylinder having inlet and exhaust ports, and a reciprocatory piston in the cylinder having a chamber-ed top provided with side ports, said top uncovering the inlet port, and the side ports registering with the exhaust ports at the end of the firing stroke vof the piston, the exhaustports being spaced from the inlet port in the direction of the length of the cylinder.

3. In an internal-combustion engine, a cylinder having inlet and exhaust ports, and a ported reciprocatory piston in the cylinder, the top of the piston uncovering the inlet port, and the piston ports registering with the exhaust ports at the end of the firing stroke of the piston.

4. In an internal-combustion engine, a cylinder ha ving inlet and exhaust ports, and a ported reciprocatory piston in the cylinder, the top of the piston uncovering the inlet port, and the piston ports registering with the exhaust ports at the end of the firing stroke of the piston, the exhaust ports being spaced from the inlet port in the direction of the length of the cylinder.

5. In an internal-combustion engine, a cylinder having inlet and exhaust ports, a reciprocatory piston in the cylinder having a chambered top provided with side ports, said top uncovering the inlet port, and the said ports registering with the exhaust ports at the end of the firing stroke of the piston, and means for forcibly injecting a fuel charge into the cylinder when the inlet port is uncovered by the piston.

6. In an internal-combustion engine, a

cylinder having inlet and exhaust ports, a reciprocatory piston in the cylinder having a chambered top provided with side ports, said top uncovering the inlet port, and the side ports registering with the exhaust ports at the end of the firing stroke of the piston. the exhaust ports being spaced from the inlet port in the direct-ion of the length of the cylinder, and means for forcibly injecting a fuel charge into the cylinder When the inlet port is uncovered by the piston. Y

7. In an internal-combustion englne, a cylinder having inlet and exhaust ports, a ported reciprocatory piston in the cylinder, the top of the piston uncovering the inlet port. and the piston ports registering with the exhaust ports at the end of the ring stroke of the piston and means for forcibly injecting a fuel charge into the cylinder when the inlet port is uncovered by the piston.

8. In an internal-combustion engine, a cylinder having inlet and exhaust ports, a ported reciprocatory piston in the cylinder, the top of the piston uncovering the inlet port. and the piston ports registering with the exhaust ports at the end of the firing stroke of the piston, the exhaust ports being spaced from the inlet port in the direction of the length of the cylinder, and means for forcibly injecting a fuel charge into the cylinder when the inlet port is uncovered by the piston.

9. In an internal-combustion engine, a cylinder having inlet and exhaust ports, a reciprocatorypiston in the cylinder having a chambered top provided with side ports, said top uncovering the inlet port, and the side ports registering with the exhaustports at the end of the firing stroke of the piston, means for forcibly injecting a fuel charge into -the cylinder when the inlet port is -uncovered by the piston, and a throttle controlling the volume of fuel injected into the cylinder.

10. In an internal-combustion engine, a cylinder having inlet and exhaust ports, a reciproeatory piston inthe cylinder having a chambered top provided with side ports, said top uncoverlng the inlet port, and the side ports registering with the exhaust ports at the end of the firing stroke of the piston, the exhaust ports being spaced from the inlet port in the direction of the length of the cylinder, means for forcibly injecting a fuel charge into the cylinder when the inlet port is uncovered by the piston, and

a throttle controlling the volume of the fuel injected into the cylinder.

l1. In an internal combustion engine, a cylinder having inlet and exhaust ports. a ported reciprocatory piston in the cylinder, the top of t-he piston uncovering the inlet port, and' the piston ports registering with the exhaust ports at the end of the firing stroke of the piston, means for forcibly inject-ing a fuel charge into the cylinder When the inlet port is uncovered by the pist-on, and a throttle controlling the volume of fuel injected into the cylinder.

l2. In an internal combustion engine. a cylinder having inlet and exhaust ports, a ported reciprocatory piston in the cylinder, the top of the iston uncovering the inlet port, and the piston ports registering with the exhaust ports at the end of the firing stroke of the piston, the exhaust ports being located in the cylinder ahead of the inlet port, means for forcibly linjecting a fuel charge into the cylinder when the inlet port is uncovered by the piston, and a throttle controlling the volume of fuel injected into the cylinder.

13. In an internal combustion engine, a cylinder having inlet and exhaust ports, and a reciprocatory piston in the cylinder having a chambered top the sides of which are perforated to form side ports` said top uncovering the inlet port, and the aforesaid side ports registering Wit-h the exhaust ports at the end of the firing stroke of the piston, the imperforate portion of the charnbered piston top coinciding with the location of the cylinder inlet port.

1 4. In an internal-combustion engine, a cylinder having a combustion chamber and a fuel inlet port opening into said chamber, and the side wall of the cylinder having a fuel heating jacket which is in direct com` munication with the aforesaid inlet port, and has a fuel inlet.

15. In an internal combustion engine, a cylinder having a combustion chamber and a fuel inlet port opening into said chamber, and the side Wal-l of thecylinder having a fuel heating jacket which is in direct communication with the aforesaid inlet port, and has a fuel inlet, the side wall of the cylinder' also having an internal exhaustreceiving chamber adjacent to one end of the fuel-heating jacket and concentric therewith.

In testimony whereof I affix my signature.

HUGO B. GRANT.