US1449086A - Internal-combustion engine - Google Patents

Description

Patented Mar. 20, 1923.

UNHTED STATES LLOYD A. BROOKE. OF WASHINGTON, DISTRICT tease PAINT OFFHQEO OF COLUMBIA, ASSIGNOR TO HERMON E. DUNI-IAM MOTOR COMPANY, OF SEATTLE, WASHINGTON, A CORPORATION OF WASHINGTON.

IN TERNAL-COMBUSTION ENGINE.

Application filed August 24, 1920.

To all 10 7mm it may concern:

Be it known that I, LLOYD A. BROOKE, a citizen of the United States, residing at ashington, District of Columbia, have in vented certain new and useful Improvements in. Internal-Combustion Engines; and I do hereby declare the following to be a full, clear, and exact description of the in vention, such as will enable others skilled 10 in the art to which it appertains to make and use the same. i

The invention relates to certain improvements in internal combustion engines and more particularly to inspirators for supplying explosive charges to the cylinders of such engines, and is especially adapted to engines of the type illustrated in the application of Hermon E. Dunham. Ser. No. 378,657, renewed May 3, 1920, and has for its object to simplify and improve the construction and operation of the inspirator for each engine cylinder, which is preferably built into the engine structure, and to insure a material increase in the efficiency, economy and control of the formation of the explosive charges supplied through the inspirator.

The invention is illustrated in the accompanying drawing which is a transverse vertical section through the upper portion of spirator applied thereto.

Referring to the drawing, 1 indicates the upper portion of a cylinder casting in which operates the usual trunk piston 2. Secured to the top of the casting 1 is a head casting 3 provided with a space a above the cylinder which constitutes a mixing and exploding chamber for the explosive mixtures. The space 4: is extended laterally to one side of the cylinder to constitute a chamber to receive the primary charge supplied by the primary inlet valve 5 which operates in an inlet duct 6, in communication with a supply duct 7, which in turn is connected with a carburetor or other suitable type of chargeforming device, in which the lighter distillates, such as gasoline and the like, are admixed with properly regulated quantities of air. Said valve 5 is normally held to its seat by the usual spiral spring surrounding its stem and is adapted to be unseated at the proper time by means of a rock lever an engine cylinder having the improved in-- Serial No. 405,742.

16 actuated by a suitable cam on cam shaft 15, said rock lever being pivotally mounted upon a stationary shaft 14 mounted in bearings on the head casting 3 above the bearings for the cam shaft 15.

An upwardly seating exhaust valve 11 controls communication between the cylinder head and the exhaust duct 9' by way of exhaust port 10. Said exhaust valve is normally seated by the usual type of spiral spring surrounding its stem and is unseated by a rock lever 13 journalled on a shaft 14, which lever is actuated by a cam on the shaft 15, as will be understood.

Preferably formed as an integral part of head casting 3 and at one side thereof is a tubular casing 30, the lower end of which is of reduced diameter and terminates in a discharge orifice at its lower end which is surrounded by a double valve seat 31 and 32, the former of which is fiarecl outwardly and downwardly and the latter flared upwardly and outwardly. Formed in the head casting 3, and practically enclosed within the exhaust duct 9, is a supply duct 34 through which air or air and steam is supplied to the inspirator by way of an inlet port 33 located intermediate the length of tubular member 30. If desired, an additional air supply inlet 35 may be provided on the opposite side of the casting in alignment with the inlet 33, which when not in use may be closed by a suitable plate or cap as indicated, or which when found necessary may be coupled up with suitable piping leading to a supply of air under pressure, as in the case of the engine disclosed in the Dunham application aforesaid.

Mounted in the tubular member 30 and having a neat fit with the interior walls thereof is a generally cylindrical hollow sleeve 10 having a reduced lower portion 42 which is of smaller diameter than the lower reduced portion of the tubular member 30 to leave a passageway 43 between the interior wall of the lower portion. of said member 30 and the exterior of the lower portion of the sleeve. the'sleeve is provided with a bevelled surface 44 which constitutes a valve co-ope'r'ating with upper member 32 of the double valve seat surrounding the opening into the The extreme lower end of cylinder. A fuel inlet duct 36 is formed in the head casting 3 and communicates with the annular channel 43 between the sleeve 40 and the tubular casing and connected with said duct is a fuel supply pipe 37 provided with a suitable check valve 38. Intermediate its length the sleeve 40 is provided with an annular passage connected by crosspassage 47, adapted to be brought into and out of alignment with the ports 33 and in the tubular member 30. A suitable packing ring 46, preferably of the cup type, is applied to the sleeve at the upper the reduced portion of said sleeve and prevents the fuel oil working upwardly between the sleeve and the casing. The upper portion of the sleeve is provided with a suitable parking ring which prevents the escape of air.

Slidably mounted in'the sleeve 40 is a valverod 50, the upper portion of which has a snugffit within the sleeve 40 and the lower portion of which is grooved or channeled to provide passageways for the air or. other gaseous medium applied to the inspirator. Formed on the lower end of the stem is a valve 51 which engagesmember 31 of the double valve seat surrounding the orifice at the lower end of the member 3O and controls the admission of the explosive charge to the cylinder. The upper end of the valve was provided with an adjustable set nut 54 between which and a flanged thimble 55, mounted on the reduced upper end of the sleeve 40, is confined a stout 'helic'al spring 53 which serves to hold the valve 51 and also thevalve 44 on the lower end of the sleeve firmly against their respective seats. The extreme upper end of the valve rod 50 is preferably rectangular in cross-section and engages a corresponding opening in the underface of a cap 57 which latter is provided with a groove to fluenc'e of rock lever 20.

receive the outer end of a rock lever 20,

' journalled on theshaft 14 and operated by a suitable cam on cam shaft The lower face of cap 57 is provided with. an annular series ,ofstepped cams 58,'which co-operate with similar oppositely disposed cams 60 formed in the interior of a ring member 59, rotatably mounted on the upper portion of the valve stem above the set nut 54,' and is provided with a segmental gear 51 on one face,which is engaged by a slidable rack 62 mounted in guides 63 on the cap of the top casting 3. The squared upper ,end 56 of he valve rod engaging the corresponding opening in the cap prevents rotation of the valve rod, so that, when the ring 59 is partly rotated, the caminembers 58 and 60 on the cap 57 and the ring 59 respectively will be caused to move on each other and thereby regulate the extent of movement of the valve rod 50, under the in- For example,

end of sleeve 40 .through the annular the fuel to escape.

when the ring 50 is turned in a clockwise direct-ion, the higher parts of the cam memhers will be brought into engagement and the extent of movement of valve rod 50 will be increased, and when the ring is moved in the opposite direction the movement of the valve rod will be correspond ingl decreased.

It will be noted that, in order to supply the explosive charge to the cylinder by way of the inspirator, the sleeve 40 must be moved upward to unseat the valve at the lower end thereof, while the valve rod 50 mustbe moved downward to disengage valve 50 from its seat. In order to effect these conjoint but opposite movements of the sleeve and valve rod the latter is provided with a slot 60 inclined at an angle of 45 to the longitudinal axis, and the adjacent position of the sleeve 40 is provided with a slot or groove 61' having an inclination of approximately 12, and engaging the respective slots and held in place by the collar 55 is a pin 62', preferably made of steel or other hard metal to prevent wear. When the valve rod 50 is depressed by rock lever 20, the rod is prevented from rotating by reason of the squared end of the rod 56 engaging the squared socket in the cap 57 and the latter is held from rotation by reason of the engagement of the end of the lever 20 in the slotted top of the cap. The' rod is thereby caused to move downwardly, and the pin 62' causes the sleeve'40 to rotate and also to rise andunseat the valve 44- 'on the lower end of saidsleeve. Because of the difference in inclination of the respective slots in the valve rod 5Q-and the the latter will not move as farcas the former but will rise sufficiently to fully open the passage from the fuel inlet 36 channel 43 to permit The unseating of the valve 551 permits the air from the duct 34 to'be drawn into the cylinder through the port 47 in the sleeve, thence downward through the hollow opening in the sleeve and the grooves in the valve rod 50. This inrushing air, I i I by the suction stroke of the piston and without the application of external pressure, has sufficient velocity to entrain the fuel supplied from the pipe 37 and, atomizing the fuel, forms therewith an intimate ad mixture which is in proper condition for firing. When the air is drawn in by way of the ducts 34 it is heated by the conibus tion products in the exhaust channel 9"which produces ideal conditions for the air effecting a thorough breaking up of the oil as the latter escapes past the open valves '44 and 51. In any event,

even if the same is induced the operation of the inspirator is certain and effective to produce j elements are delivered into the cylinder during the suction stroke of the piston. After the charge has been delivered to the cylinder and rock lever is disengaged by its operating cam, the valve rod is lifted by its spring 53 to seat valve 51 and simultaneously the sleeve 40 is forced downwardly by the spring to seat the valve on the lower end and cuts off communication between the fuel supply 37 and the cylinder.

The operation of the inspirator, involving the opening of the valve 51 to permit air or other gaseous pressure to pass through the sleeve 40 and a practically concurrent unseating of the valve 44 on the end of the sleeve 40, permits the fuel entering by port 36 and filling the narrow space between the lower end of the sleeve 40 and the inner wall of the casing 30 to be entrained by the entering air and forced through the open port at the lower end of the casing directly against the valve 51 and thence in finely atomized form into the top of the cylinder above the piston. When, however, the valve rod and the surrounding sleeve 40 of the inspirator are returned to their normal po sitions by the spring 53,both the air and fuel supplies are positively cut off from the cylinder, the former by the valve 51 and the latter by the valve 44 on the end of the sleeve. The location of the valve 51 on the outside of the casing 30 prevents any of the exploding gases or products of coinbustion entering the inspirator or any portion thereof to the impairment of the inspirator.

What I claim is:

1. An inspirator for internal combustion engines comprising a tubuar casing, having a double-seated cylinder inlet port at its inner end and fuel and air inlet ports intermediate its length, a sleeve slidably and rotatably mounted in said casing having a valved lower end co-operating with one of the seats of the cylinder inlet port and a transverse passage communicating with the air port in the casing, a valve rod slidable in said sleeve having a valve on its inner end engaging the outer seat of the cylinder inlet port, means for moving the valve rod to unseat the valve thereon, and connections between the vave rod and the sleeve to simultaneously move the sleeve to unseat the valve on the end thereof.

2. An inspirator for internal combustion engines comprising a tubular casing in the cylinder head, having a cylinder inlet port surrounded by an inner and an outer valve seat, fuel and air ports in the casing, a sleeve slidably and rotatably mounted in said casing having a valve on its lower end co-op crating with the inner valve seat of the cylinder inlet port and a transverse passage connected with the air port in the casing, a valve rod slidable in the sleeve having a valve on its inner end engaging the outer seat of the cylinder inletport, a spring for normally seating both valves, means for moving the valve rod to unseat the valve thereon, and means connecting the valve rod and sleeve to move the sleeve in an opposite direction to the movement of the valve rod to unseat the valve on the end of the sleeve.

3. An inspirator for internal combustion engines comprising a tubular casing in the cylinder head, having a cylinder inlet port surrounded by an inner and an outer valve seat, fuel and air ports in' the casing, a sleeve slidably and rotatably mounted in said casing having av valve on its lower end co-operating with the inner valve seat of the cylinder inlet port and a transverse passage connected with the air port in the casing, a valve rod slidable in the sleeve having a valve on its inner end engaging the outer seat of the cylinder inlet port, a. spring for normally seating both valves, means for moving the valve rod to unseat the va ve thereon, an inclined slot in the rod, an inclined slot in the sleeve, and a pin engaging the respective slots so that axial moveinent of the rod will causeopposite axial movement of the sleeve.

4. An inspirator for internal combustion engines comprising a tubular casing in the cylinder head, having a cylinder inlet port surrounded by an inner and an outer valve seat, fuel and air ports in the casing, a sleeve slidably and rotatably mounted in said casing having a valve on its lower end co-operating with the inner valve seat of the cylinder inlet port and a transverse passage con nected with the air port in the casing, a valve rod slidable in the sleeve having a valve on its inner end engaging the outer seat of the cylinder inlet port, a spring for normally seating both valves, means for moving the valve rod to unseat the valve thereon, an inclined slot in the rod, a slot of less inclination in the sleeve, and a pin engaging the respective slots so that axial movement of the rod will cause opposite axial movement of the sleeve.

5. An inspirator for internal combustion engines comprising aported tubular casing having a double valve seated opening at its inner end, a sleeve slidably and rotatably mounted therein, a valve rod slidable in said sleeve, valves on the ends of the sleeve and rod and co-operating with the corresponding members of the double valve seat, means to move the valve rod to unseat the valve thereon, and connections between the valve rod and the sleeve to move the sleeve in an opposite direction to the movement of the valve rod to unseat the valve on the end of the sleeve.

6. An inspirator for internal combustion engines comprising a ported tubular casing having a double valve seated opening at its inner end, a sleeve slidably and rotatably mounted thereon,' a Valve rod shdable in said sleeve valves on the ends of the sleeve and rod and c-o-operating With the corre- 5 sponding members of the do-uhle'valve seat, ineans to move the valve rod to unseat the Valve thereon, anlnclined' slot in the rod, an

inclinedslot in the sleeve, and. a pin engaging thefres pective slots to convert axial movementof the rod into rotary and axial 10 movement in the opposite direction in the sle'evef I In testimony whereof my signature.

' L OYD A. BROOKE.

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