US1450691A - Burner for internal-combustion engines - Google Patents

Description

E. L. LOWE BURNER FOR lNTERNAL CO MBUSTION ENGINES Filed Dec. 29, 1922 ATTORNEYS.

v Patented Apr. 3, i923. I

"ran

EDWARD LILOWE, OF PALO ALTO, CALIFORNIA..

BURNER FOR INTERNAL-COMBUSTION ENGINES.

Application filed December 29, 1922. Serial No. 609,776.

' To all whom it may concern:

Be it known that I, Enwano L. Lown, a citizen of the United States, residing in the city of Palo Alto, county of Santa Clara, State of California, have invented a new and useful Burner for Internal-Combustion Engines,-'of which the following is a specification. 7

My invention relates to a novel construc tion of a burner and its adjuncts for internal combustion engines, whereby in lieu of gasoline as a fuel, I-amenabled by my novel construction to employ the cheapest and heaviest grades'of hydro-carbons or oils whose cost approximates but a few cents per gallon, as compared with the more expensive lighter hydrocarbons, such asgaso line and the like.

oil burning internal-combustion engines, I

y will give certain fundamental facts and requirements with respect to the combustionthis inof fuel oil which form the basis of vention.

(1) At the present time,,a-n ordinary in-- ternal combustion engine fuel oil has genen ally a flash point between 150 Rand 200i F. and a fire test in the 250 F. 01' 300- F.

(2) Air when compressed to 200 pounds per square inch is" raised in temperature to about 670 F. Lower as well as higher compressive pressures have corresponding temperatures. It will be noted tha-tthe temper;

neighborhood of ature of 670 is far in excess of that actually required to'burn ordinaryfuel'oil. If now this temperature can in someway be utilized to ignite oil of combustion, "a new era in internal combustion engine construction will be inaugurated.

My novel burner which isthesubject of this. application comprises a device which may housed on engines with-compressive pressures lower than those. used in'engines of the Diesel, type, and is applicable to enginesusinga light fuel for starting only,

aswell as engines which have no such'provision depending in either case entirelyupon the compressive pressures for which preferably shorter than the outer thimble,

the engine .is designed. experiments I have indicated that with a compressive pressure of about 200 pounds per square inch satisfactorily on the same grade of oil, but musthe started on a lighter fuel with higher flash and fire test.

The advantages of my novel device over present methods reside in its extreme simplicity of construction, its freedom from carbon depositions and its satisfactory functioning with comparatively low compressivepressures. Its freedom from carbon deposits is accomplished by ignition and combustion taking place without contact of the fuel oil with parts at either extremely high temperatures or parts at low temperatures. Extremely high temperatures as met with in the hot bulb engines have a tendency to decompose or crack the oil of combustion instead of vaporizing it and with consequent deposition of carbon. When the In order to describe my novel burner for 1 oil of combustion deposits on cool surfaces, it does not vaporize and a carbon deposit results.

To the above ends, my invention .consists .of a novel construction of a burner for in- 'ternal combustion engines, comprising a plurality of concentrically arranged cylin-' drical metallic ferrules, thimbles or sleevelike members, which for convenience of .manufacture' are 'made separate so as to be readily assembled or disconnectedif desired, said thimbles being clamped or" by novel mechanism within a;=-p

passage in the engine cylinder communi= eating with the compression chamber.

It further consists of a novel ;construction of a burner for an internal combustion engine'composed of an outer flange or support- 'ing member, a plurality of concentric metallic cylindrical thimbles, ferrules or sleevelike members so collocated that a cylindrical central combustion chamber of relatively large area is provided within the inner thimble, 'while the annular space between the two thimbles comprises a' 'thin or restricted annular'ignition chamber.

It furtherconsists of anovel construction of a burner composedof cylindrical, concentric thimbles or sleeve-like members,

which are in the shape of thin metallic cylin-- de rs, the inner thimble or cylinder being and novel means being provided for posi- I tioning said burner in a pocket or passage in the engine cylinder in communication.

of construction, all as will be hereinafter fully set forth.

For the-purpose of illustr'ating'my in vention, I have shown in the accompanying drawings, a form thereof which is at present preferred by me, although it is to be understood that the various instrumentalities of which my invention consists is not limited to the precise arrangement and organization of these instrumentalities as herein shown and described.

Figure 1 represents a vertical sectional View of a. novel burner and its adjuncts for an internal combustion engine, certain of the parts being shown in elevation.

Figure 2 represents, on an enlarged-scale and in detached position, a perspective view of the outer thimble, ferrule or sleeve-like member of the burner.

Figure 3 represents a perspective view of the inner thimble, ferrule or sleeve like member of the burner.

Figure 4 represents a section on line H Figure .1.

im'ilar numerals of reference indicate corresponding parts.

Referring to the drawings,

1 designates a cylinder of an internal combustion engine, which is provided with the piston 2, having a curved or convex head 3, which reciprocates in the piston chamber 4, the wall 5 of the latter beingcurved to conform to the contour of said piston.

The'passage 6 which leads from the upper portion of the piston chamber communicates with the chamber 7 which is controlled by the air intake valve 8, air entering the chamber 7 through the passage 9, said passage 6 also communicating with the chamber 10 having the exhaust pipe 11, said exhaust chamber 10 being controlled by the exhaust valve 12.

The piston 2 and the valves 8 and'12 are actuated by any suitable or conventional mechanism, which it is unnecessary to describe in detail.

13 designates a passage or pocket in a wall of the cylinder 1, within which is positioned the burner 14, which is. composed of the outer thimble. ferrule or thin cylindrical member 15, which has at its upper portion the flange 16 whose outer portion is bevelled as indicated at 17, and is also provided with a peripheral bot-tom shoulder 18, whereby the under side of said flange is supported upon the upper edge or wall of the pocket or passage 13. The flange 16 has an inner .counterbore 19 upon which is seated the flange 20 of the inner thimble, ferrule or thin cylindrical member 21, the upper portion of which is provided with ports 22.

It will be noted that when the parts seen in Figures 2 and 3'are telescopically assembled to form my novel burner, that the lower edge 23 of the inner thimble or cylinder is preferably above the lower edge 24 of the outer thimble or cylinder .15, and, the two cylinders being arranged concentrically, it will be apparent. thata thinvannular restricted chamber 25 is formed between the cylinders 15 and 21, said thin annular chamber serving as anignitionchamber and lwing in communication throughthe ports 22 with the upper portion of the central relatively larger combustion chamber 26, which isformed within the inner thimble ofcylin der 21. The burner members 15 and 21heingj telescopically assembled as s'ee'n in Figure-1, are clamped or retained in their assembled position by means of the clamping plate 27, which has a bottom bevelled wall 28, itbeing apparent that the walls 17and 28 when the parts are assembled form a through the inletpipe'33, the latter being connected to a: suitable oil pump.

It will be apparent that the burner members are composed of thin metallic ferrules or thimbles, which extend towards the compression space of the cylinder and have'their ends opening thereinto, said thimbles o'r cyl inders having anair space between them.

It will be apparent. that my novel manner of constructing and, assembling the thimbles 21 and 15- to form the burner 14 results in a very simple and effective construction, whereby the parts can be readily assembled or disconnected for thepurpose of inspection, replacement. or repairs.

It will further be apparent that by my manner of clamping the burner members in position by the employment of the bevelled walls 17 and 2S and the gasket 29, collocated as seen in Figure 1, a very cheap and effective joint or seal is produced, and I am enabled by the single gasket construction shown to 1 than the cylinders 21 and 15, whose upper ends are. in contact therewith, and that consequently said ,capqis not so susceptible to changes of temperature as are said thimbles or cylinders and consequently acts as atemperatureregulating member.

During the combustion stroke to be hereinafter referred to, this is a, vital matter, as it is, the onlymeans provided tokeepthe thimbles below destructive temperatures.

I have found that it may be desirable under some conditions to introduce a liquid Figure 1 and its extent and contour being:

understood from Figure I: The liquid or fluid, as oil or water, can

be introduced into said chamber 34} by means of the inlet pipe-35', and withdrawn there from through the outlet pipe 36, and, it will .be apparent that if desired, the pipe 35 may communicate with the water acket 37 of the engine cylinder;

It: will be readily understood that the effect of the liquid contained in the -chamber 34 will be to pre-heat the fuel as it passes through the passages 32, which may be d'e-- sirable under certain conditions and when employing certain grades of fuel.

The operation is as follows In order to start the engine it is only necessary to set it in motion or to turn it over, either by hand or by any one of the conventional methods now in use, and, in the following description, the term inward refers to the motion of the piston towards the crank shaft and outward refers to the di rection of movement of said piston away from the crankshaft. 1

Assuming the piston to be in its inward position, it will be apparent that the piston chamber 4 has received'a charge of air at or near atmospheric pressure, through the inlet 9, chamber 7 and passage 6, the valve 8 having been actuated by any suitable mechanism.

The first outward strokeof the piston into substantially the-position seen in 1*igure 1,

obviously compresses the air, with a consequent increase 1n its temperature. This air fills all the compression space and enters all spaces in and around the burner, this func-.

tion or action being obviously effected since the ignition chamber 25, the combustion chamber .26 and the passage 'or pocket 13 are freely open to the compression space.

The following heat interchanges take place v The air in the space 13 relinquishes a por-' tion of its heat to the jacket through the cylinder head wall 5, anda portion of said heat is absorbed by the outer thimble or cylinder 15.v I

A portion of the heat is also absorbed by the cap 27. In like manner, the air in the space 25 or ignitionchamber' relinquishes heat to the cylinders 15 and'21 and also to the cap 27. The air in the space or combustion chamber 26 relinquishes-heat to the thimble or cylinder 21 and also to the cap 27.

By reason of the manner of assembling or collocating the burner elements, it will be evident that the cap 27 also receives heat from the thimbles or cylinders 21 and 15 takes place .subsequent to ignition.

by reason .of its direct contact with them. As the piston moves lnwardly after the first compresslon stroke, the compressed anexpands, losing its heat and the air in the spaces 13, 25 and 26. while cooling, rec'eives heat from the thi'mbles or cylinders 15 and 21 and also from the cap 27, which, being made of metal, lose their heat less rapidly than the air.

When the piston reaches the end of its inward stroke, a fresh charge of air en rs, and it moves outwardly again on its second compressive stroke. The burner and the air within it are still warm, so that the interchange of heat between the burner and the compressed air will be less than on the first stroke, but interchanges of heat .,take place in similar manner. On the. third stroke, the interchanges will be less than on the second, and so on until the burner comprising the cylinders 15 and 21. reachesa temperature approaching that of the air of compression.

hen this point has been reached. a

through the pipe 83, and its discharge into the burner continues over a. fixed period of the cycle. The oil. therefore, reaching the burner after the initial fiash burns upon'its arrival within the burner and burns completely, leaving no residuefor carbon deposit. I have found in practice that no fuel reaches the combustion space of the burner except in an incandescent state. 7

It will be readily appreciated that the ignition and burning of .the charge ma terially alters the heat interchange that The thimbles or cylinders 15 and 21 are heated to' a temperature in excess to that corresponding to the compressive pressure. and, in consequence upon each successive compression stroke, instead-of receiving heat fromthe air of compression, they give heat to' it, or in OtlIGIMOfllS, said thimbles are cooled by the air of compression.

The burner therefore functions to maintain a resonably even temperature, its design being such as to lend itself to this desired end.

It will be noted thatdas heretofore cx-- that my novel burner functions with out od nheating under all conditions of load or revolution, which indicates that a heat balance is reached by my novel construction which fulfills all requirements.

From the above it will be apparent that should it be desired to use a'compression lower than that required to ignite low grade fuel oil by compression, when the engine is cold, a lighter fuel oil, with higher flash and fire test, may be used for starting, and after the burner has received heat from combustion, the light oil may be shut off and the lower grade oil turned on to the burner. It will then continue to function on the low rade oil, receiving and dispensing heat as escribed above.

It will be understood from the foregoing, that the ignition chamber 25 and the com bustion chamber 26 are always filled with air during the period of compression. At or near the endofthe compression stroke, fuel is slowly admitted through the passage 32 into the heated air, due to compression contained in the central combustion chamber 26. Due to the natural action of liquid fuel when subjected to heat interchanges, causing a partial cracking or separation of the lighter and heavier gases, the lighter gases naturally rise to the top of the combustion chamber 26,, and the heavier gases remain suspended below the lighter gases in said combustion chamber, which now contains a fuel which has slowly been admitted-and due to heat interchanges has become gasified to a greater or lesser degree, and is now commingled with the air in the combustion chamber, heated by compression. which has caused the heat interchanges. between the thimbles and cap as above explained.

As stated, the lighter gases are now at the,

top of the combustion chamber due 'to natural causes. .Also due to the fact that the lighter gases will ignite at a much lower temperature than the heavier gases. the series of ports 22 at the top of the combustion! chamber 26 connecting with the outer thin ignition chamber 25 allow the lighter gases, when they begin to ignite. to come into contact with the pure air in the ignition chamher, and said pure air in the ignition chain-- ber accelerates the burning of said lighter gases, which causes a very quick interchange of heat upon the cylinder 21 surrounding plosion in my novel device at any stage of the cycle, but instead a slow progressive burning clue to the fact that the oil is slowly There is no ex admitted, the initial burning taking place in proximity to the ports 22, and aportion of the initial flame is in the upper part of both the ignition chamber and combustion chamberf, The burning of the gases progresses gradually downwardly and reaches the mouth of the burner communicating .with the compression space of the cylinder.

and the. burning gases come in direct contact with the heated air in the compression space, which causes a comT/lete combustion of the gases above the. piston. which in turn effects the actuation of the latter.

lVhile I haveshown the preferred manner of forming and assembling the thin thimbles or burner elements 15 and 21 with respect to the cap or thickened plate 27, it will be evident that said burner elements may be otherwise constructed and assembled or secured to said cap, and positioned within the compression space, so that the proper coaction between these elements fected.

lVhile I have described my novel burner as particularly adapted for utilizing the cheapest or heavier grades of .fuel, it will be understood that the same construction of burner functions w'ith=equal efficiency with gasoline or any of the lighter grades of hydrocarbon, and it'will furtherbe noted, irrespective of the character or grade of fuel employed. I am enabled in my. novel device to dispense with spark plugs, the carburetor and ignition system.

It is obvious-that the thimbles constituting the burner elements may be of other shapes and lengths than that shown. and I have shown them in the present instance, as made cylindrical for the sake of convenience of construction.

It will also be understood that a plurality of thimbles or burners may be employed, if desired, to suit varying conditions or re-' quirements.

When a plurality of the burners are'employed, it will be evident that they may be disposed around or in the cylinder head in a nv desired arrangement which will produce the greatest efficiency.

lVhile I preferably make the inner thimble shorter than the outer thimble, it will be apparent that the lengths of these thimbles may be proportioned differently from the construction shown, it being essential, however, that the central combustion chamber and the outer ignition chamber communicate at their upper and lower portions, the'upper communication being had by the restricted ports 22.

My present invention is differentiated from the burner shown in my contemporaneously pending application, Serial No. 537.997, since the outer, thimble or sleeve herein is open throughout ,its entire lower area, which facilitates the discharge of the maybe ef in the statement of the invention and tlief above description, and While I have,- in the present instance, shown and described 'a f ing'in communication expansive medium'upon the juxtaposed end of the piston. i

It will now be apparent that I have do; vised a noveland useful burner for internal combustion engines, which embodies the features ofadvantage enumerated as desirable burner composed of an outer sleeve, and an inner sleeve positioned within said outer sleeve, both of said sleeves being open and unobstructed at their lower ends, whereby an outer ignition chamber is formed between said sleeves open at its bottom, and a relatively large combustion chamber is formed within saidinner sleeve, said chambers beat their upper d lowerends.

'2. In a device of the character stated, a

burner composed of an outer sleeve, and an inner sleeveof less length than said outer sleeve positioned-within said outer sleeve, whereby a relatively, thin outer annular ignition chamber open at its bottom is formed between said sleeves and a, relatively large central combustion chamber is formed with- I in said inner sleeve, thelatt er having ports at its upper portion forming a communication between the upper portions of said chambers, and both of said sleeves being open and unobstructedthroughout;the en tire area -oftheir lower ends.

3.'In a device of the character stated, a burner composed of an outer sleeve, and an inner sleeve positioned within said outer sleeve, and having its lower end terminating above the bottom. of said outer sleeve,

whereby a relatively thin annular ignition chamber openat: its bottom is formed between said sleeves, and a relatively large centralcombustion chamber is formed within said inne'rsleeve', the latter having ports.

at its upper'portion forming a communication between the upper portions ofi said chambers and said outer sleeve being open and unobstructed throughout its entire area at its lower end, and a fuel nozzle discharging fuel into said combustion chamber at a point in proximity to said ports.

{LAD insertible burner for internal combustion engines'having an elongated central combustion chamber and an elongated surrounding relatively thin ignition chamber communicating therewith through restricted ports near itsupper end, the remaining portion of said elongated ignition chamber being'cut off from said combustion chamber, but communicating therewith at its lower end, Sald chambers beingopen and unobstructed ;'throughout their entire lower area opening into the compression space.-

5. A- burner for engines of the slowcombustion type, comprising a'plurality oi-Yapproximately concentric cylindrical. sleeves separated from each other -by an outerYair space forming air-ignition chamber opening into the c mpreSsionspace of the engine'and a central combustion chamber formed with- "in the inner sleeve and opening into said compression 'space and having restricted communication with said ignition chamber near one end, the opposite ends of said chambers co municating, and the outer sleeve being d p enand unobstructed throughout its entire lower area opening into said compression space.

,6, An insertible burnerfior internal combustion engines, comprising a plurality of interfitted sleeves, one within the other, and separated from each other by an outer elongated air space. forming a relatively thin ignition chamber, the inner'sleeve containing. the combustion chamber and having small ports near its outer end, said burner being adapted he be mounted in the'wall of.

an engine cylinder, and said combustion chamber and ignition chamber communicatinglat their lower ends and opening into the'compression space of said cylinder,

said chambers -being non-communicating throughout their length airdlopen and unob structed atytheir lower ends, anda support for said sleeves adaptedto be secured to said cylinder J' l 1 7. In adevice of the character stated, a

tively large combustion chamber is formed within said inner sleeve, said chambers-being n communication at their upper and lower ends, in combination with a relatively thick cap in metallic contact with the upper ends of said sleeves, for securing the latter in position.

8. In a device of the character stated, a

burner composed'of an outer sleeve and an inner. sleeve positioned within said outer sleeve, both ofsaid sleeves bein open and unobstructed at their lower en s, whereby i an outer ignition chamber is formed between said sleeves open at its bottom, and a-relaburner composed of an outer sleeve'and an I innersleeve positioned within said outer sleeve, both of said sleeves being open and unobstructed at their lower ends, whereby and outer ignition chamber formed betweensaid sleeves open at its bottom, and a relatively large combustion chamber is formed within said inner sleeve, said chambers being in communication at their upper and lower I ends, in combination with a relatively thick cap in metallic contact with the upper ends of said sleeves, said cap having a chamber therein for the reception of a liquid and an opening therethrough for the admission of the fuel.

9. The combination of an engine cylinder, a hollow cap secured thereto and adapted .to receive a liquid and having a fuel passage theretlu'ough. a plurality of flanges in metallic contact with said cap and secured to said cylinder thereby, an outer thimble carried by one of said flanges and positioned in a passage within said cylinder, said outer outer flange in metallic contact with said cap and having a thimble securedthereto open and unobstructed at its lower end, an

inner flange seated in said outer flange and in metallic contact with said cap, an inner thimble carried by said inner flange and positioned within said outer thimble, and ports near the upper end of said inner thimble, there being a combustion chamber formed within said inner thimble and an ignition at their opposite ends,

chamber formed between said thimbles, said chambers communicating at their bottoms.

11. A burner for an internal combustion engine formed of an outer flange, an outer thimble secured at one end thereto and open and unobstructed at its opposite end, a counterbore in said outer flange, an inner flange seated in said counter-bore and an inner thimble having ports near its flange end,

secured to said inner flange and positioned v within said outer thimble.

12. A burner foran internal combustion engine, formed of an outer flange,.an outer thimblesecured at one end thereto and open and unobstructed at its opposite end, an inner flange seated in said outer flange and an inner thimble secured to said inner flange and p0- siti-oned within said outer thimble, and having restricted ports near its flange end, said inner thimble being shorter than said outer thimble. I

13. A burner for aninternal combustion engine, formed of an outer flange, an outer thimble secured at one end thereto and open and unobstructed at its opposite end, an inner flange seated in said outer flange, an

inner thimble secured to said inner flange and positioned within said outer thimble,

and having restricted ports near its flange end, said inner thimble being shorter than said outer thimble, and a relatively thick cap in-metallic contact with said flanges for securing the latter to-an engine cylinder.

EDWARD L. LOWE.

Witnesses: i

H. S. FAIRBANKS, C. D. MOVAY.

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