US1411012A - Two-cycle quick-combustion engine - Google Patents

Description

W. U. UERNANDT.

TWO-CYCLE QUICK COMHlJSIHlN ENGINE.

APPLICAHUN mu) 1mm, was.

1 A} 1 m1 Q}, Patented Mar. 2&3, M223.

2 SHtLlS SHEEI l- WZ'M e55 Waldo G. Gema 77m UNlTED STATES PATENT OFFICE.

WALDO G. GERNANDT, OF CHICAGO, ILLINOIS. ASSIGNOR TOGERNANDT MOTOR COR- PORATION, CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

TWO-CYCLE QUICK-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Mar. 28, 1922.

Application filed July 8, 1919. Serial No. 308,532.

To all whom it 'ma'y coucewt:

Be it known that I, WAIZDo G. GERNANDT, a citizen of the United States, and a resident of the city of Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in a Two- Cycle Quick-Combustion Engine. of which the following, when taken in connection with the drawings accompanying and forming a part thereof, is a specification.

This invention relates to a hydro-carbon engine of the Hvid and Diesel types, and particularly to an arrangement of new and novel features wherebya two cycle engine of said types is obtained.

Four cycle engines of the above named types are well known in the art. 'andthe ob ects of this invention include. means to simplify the introduction and control of the hydro-carbon fuel, means to quickly introduce and well distribute, in the vaporizing receptacle, the oil used as fuel; and means to thoroughly vaporize and introduce the fuel to the combustion chamber of the engin Additional objects 'are to obtain a two cycle engine of the types named which is simple in construction. durable in operation. flexibl in action. econon'iically made, and easily understood and controlled.

I have illustrated constructions embodying this invention in the drawings referred to, in which- Fig. 1 is a vertical sectional view, at right angles to the crank shaft;

Fig. 2 is a like view of the upper end of the engine cylinder, showing a modified construction of some of the parts in elevation; and

Fig. 3 is a vertical sectional view, on an enlarged scale, of the fuel controlling mem' bers.

A reference character applied to designate a given part indicates said part throughout the several figures of the drawing, wherever the same appears.

A represents the crank case of the engine; B the cylinder, B the piston, I) the connection rod, C the crank shaft bearing at the lower end of said connection rod. and D the crank. E represents the water space or cltliairtiber of the engine, and ,F the crank s a The position of crank D at an angular distance of 180 from the position in which it is illustrated by full lines, (in section) in Fig. l, is indicated by the broken lines which are lettered D.

(ir represents a cam shaft and g a cam thereon. Cam shaft G turns one to one with the crank shaft F, and the broken lines lettered H. H, indicate the intermeshing gear wheels by means of which the revolutions of the crank shaft are transmitted to the cam shaft. The direction. of rotation of the crank and cam shafts are indicated by the arrow heads on said broken lines, lettered I represents a vertical tappet, which is longitudinally movable, and is raised by cam y when the crank shaft is in the position, substantially, which is indicated by broken lines D; and J represents the crank case check valve, which is yieldingly held to its seat by spring j. Valve J is arranged to pen mit air to flow therethrough on the compression travel of piston B, and to prevent the flow of air from the crank case A on the travel of said piston in the opposite direction. X represents the air conduit or passage way from crank case A to cylinder B; and Y the exhaust passage way from said cylinder.

The foregoing recited members and elements are common to two cycle engines, and are illustrated and described to clearly disclose the relation thereof to the construction embodying the invention,

K represents a valve which is yieldingly held to its seat by spring K. In. represents an annular groove on valve K, and 7c the stem of said valve. L represents the seat of valve K. and M a cup which serves as a fuel container and vaporizer. m, or, represent restricted passageways which communicate with said container M and with the combustion chamber. N. of the engine. n, represents the baffle plate which directs air entering cylinder B from inlet X. upward, at the end of the power travel of piston B. and until the port formed by said inlet is closed by the compression travel of said piston.

0 represents a rocking bar which is fulcrumed on pin 0. between standards 0',

and P a push bar or rod, which is seated in combustion -chamber.

earners cup I, and extends therefrom to said lever O, to actuate the lever on the upward movement of the cup and rod. ()ne end of lever (l is connected to stem is of valve K, and said upward movement of the push rod P unseats said valve, against the resiliency of spring K.

Q represents a conduit which communicates at its inlet end with the passageway X, and at its outlet or discharge end with the passageway g. Passageway q communicates at its discharge end with the annular chamber or space 9, around the stem of valve K, (see Fig. 3), adjacent to valve seat L. The pressure in said annular passageway 9 corresponds with the pressure in passageway X, as does also the pressure in annular space or chamber 9.

Z, (Fig. 1), and Z, (Fig. 2), respectively represent a fuel receptacle. R- represents a conduit Or pipe communicating at its receiving end with receptacle Z, and at its discharge end with annular chamber 9" around the needle valve S, and when said needle valve is unseated a determined distance a I determined quantity of said fuel flows from said annular chamber into passageway r. The quantity of fuel supplied to the combustion chamber of the engine is controlled by said position of the needle valve S; and

its position is easily adjusted by means 0 bell crank T and link t, in the ordinary way .of adjusting carbureters.

On the opening or unseating of valve K in the construction illustrated in Figs. 1 and 2, air and fuel are supplied to said receptacle.

Ignition is obtained in this, as well as in other engines of this type, by heat de veloped inv compression, and the initial combustion occurs in cup M, as air is forced thereinto on-the compression stroke of piston B, in the construction illustrated in Figs. 1 and 2.

The quantity of air supplied, however, is not sufficient to ignite all the contents of said cup M, the more volatile elements thereof, only, being i nited therein. The heat and pressure deve oped by said ignition volatilizes an additional quantity of the fuel in the cup, and said pressure is sufiicient to force the fuel ,contents of the cup through the'restricted .passageways m, m, into combustion chamb er N and aInon the air therein, under pressure, said fuel eing in a finely atomized condition; and upon said injection ignition thereof occurs in said In the operation of theengine the fuel contained in annular groove 70 is blown intoreceptacle M, in a thin atomized sheet or spray, periphery of valve 1 and upon the forcing of air thereinto through the restricted apertures m, m, from the combustion chamber in Fig.

extendin entirely around the N, there is, at all times, a rapid combustion obtained, sufficient to force the remainder of the fuel from said. receptacle into the air, (under pressure), in said combustion chamber.

Tn the modification which is illustrated 2, the conduit or pipe Q communicates," at its inlet end, with passageway X, and at its discharge end with tank Z, through check valve U. The pressure in said tank approximates the greatest pressure in said passageway, (and in the crank case A). Broken line V indicates thehighest level of the hydrocarbon oil in=said tank Z. represents an air supply pipe, the inlet end whereof communicates} wit said tank, above said charge end sageway g, in the same manner plpe Q communicates with said passageway in Fig. 1. Pipe; R communicates, at its inlet end, with said tank Z below the level of. the oil therein, and at its discharge end-alivvith annular space or chamber 1", manner as in said Fig. 1.

The operation of the device is-On raising valve S and admitting fuel to annular space 1', and thereafter turning the engine oyer, air, under pressure, is admitted to annular chamber or space 9' at the time piston-B f approaches the end of the power travel thereof, and at said time the valve is forcedf'rom its seat. forced into receptacle M, as hereinbefore described, and as the piston l3 approaches the end of its compression travel, the more volatile contents of said fuel are ignited, and the remainder thereof is forced through restricted apertures m, m, tion chamber N, together with a flame of ignited gases, and ignition occursin said combustion chamber.

The engine is controlled by the position of the needle valve S. Exhaust of the contents of the combustion chamber is efiected at the end of the power travel of the piston through exhaust Y, and a new supply of air is obtained in said chamber from the crank case A, through passageway -X, in the usual manner of efiecting exhaust and inspiration in two cycle engines.

. The operation recited is repeated so long.

by' needle valve charge end of said inlet, an annular air outlet,

storage chamber provided with an means to supply air under crank case pressure to said air storage chamber, a valve seat on said air outlet, valves rigidly joined in spaced relation andarranged to simulin the siame into the combuS-, [I

taneously eo-aet with said seats, and a to the 'imporize'r inlet into said wapozizing 1120 an annular fuel storage chamber positioned chamber and through said itestridbed umflet. between said valves,said valve to said air Signed at Ghicago, ibis 26th day of June, outlet arranged to nonnally obstruct com- 1919. munication between slid storage clmmbers',"

and when unseabed to discharge air; under I WALDO TE crank case pressure, from said air stnmge In the'preseuoe 0fv chamber on to fuel in said fuel storage Cmmms- TURNER BROWN; "chamber and force said fuel over said valve J. F. 13mm.

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