US1618229A

US1618229A - Method of operating oil engines and improved oil engines

Info

Publication number: US1618229A
Application number: US509245A
Authority: US
Inventors: Ryder Charles
Original assignee: WOLVERINE MOTOR WORKS Inc
Current assignee: WOLVERINE MOTOR WORKS Inc
Priority date: 1921-10-21
Filing date: 1921-10-21
Publication date: 1927-02-22
Anticipated expiration: 1944-02-22

Description

' I 1,618,229 Feb. 22,1927. Q RYDER METHOD OF OPERATING OIL ENGINES AND IMPROVED OIL ENGINE Filed Oct- 2]... 192] l0 l 3/ 2/ I a M -50 I Q v I? q N i 1 I up lNVENTOR W /JI ATTORNEYS.

of the piston 26 has passed above the bottom of the projection 31. As can be seen from the graph in Fig: 2, I prefer not to force in the fuel until veryinear the end'of the compression stroke. I prefer to have the annular top of the piston pass above the bottom of the projection 31 when the crank to which the said piston is connected is inclined about 40 to the vertical. .It is obvious that the. air in the annular compression space between. the projection 31 and the wall of the cylinder will be more highly compressed than the air in the com-' bustion chamber, as the piston 26 continues to the end of the compression stroke.

Hence, the air will be forced into the combustion' chamber under. considerable prcssure through the narrow clearance between the projection 31; and fthe annular top of the piston and this air willenterin the form of a-strong narrow annular blast which will spread out inwardly, t-his eifect being assisted by the curved contour of the base of the recess in the piston. In addition, since the entering blast of compressed air impinges upon the piston which is moving in the opposite direction, the agitating effect in the combustion chamber will beincreased so that a very powerful agitation is produced.

It will be noted .that th'e oil inlet 14 is inclined to the axis of the cylinder andto the adjacentpart ofthe head of the piston so that the drops of oil tend to travel to the right and to meet the blast of air coming from the right hand side of the compression chamber. It is believed that the annular current of air spreads inwardly along the piston head until the center of the piston head is reached and the;.said current of air then ascends so that the air in the combustion chamber is powerfully agitated in closed paths while the oil is being injected.

- ton stroke 11' inches.

The projection 31 may be shortened to about inch but it is desirable not to make said projection too long. 'The annular piston projection becomes intensely hot because it isa relatively narrow ring. This.

annular projection cannot be cooled by a piston water jacket and the heat in the narably Withoutthe use'of air,

the adj ah row piston top cannot be efficiently conducted tothe broad base of the piston because the piston top is only about an inch thick. Hence the only cooling effect on the piston top is that exerted by the adjacent cylinder wall, which is cooled by the water jacket4. The plston rings at the top of the piston are useful'because they contact with "the cooled cylinder wall and thus conduct the heat of the piston thereto. However, if the annular piston end is made too long, thetem'perature thereof risesto' such an extent, and the piston rings expand so much, that the piston rings tend to" stick in the'cylinder, thus causing loss of powerand other seriousdisadvantages.

The enginefis preferably operated atabout 350 revolutions per minute under normal load andat a compression of about 350 lbs, per square inch. Of fcourse, the com- I press'ion depends upon the type of fuel used.

The indicator graph shows that the ignition of the fuelis substantially an explosion which may take place as the fuel is injected, shortly before the compression stroke is completed' When the fuel is injected, preferinto the compressed and rapidly agitated air in the combustion chamber, it is believed that the lighter constituents of the 'fueligni'te iminediately, causing K a very rapid combustion of the heavy constituents of the fuel.

. I have describeda preferred embodiment ofmy invention, but it is clear that numerous changes and omissions could be made without departing from its spirit.

What I claim is:

1. An internal combustion engine having a substantially cylindrical projection in the head of the cylinder thereof, said engine having a piston provided with a recess into whichsaid cylinder projection can enter, the topof the piston beingof substantially ani nular shape and being adapted to enter the annular cylinder space between the wall of the cylinder and the annular projection thereof, the parts being so dimensioned that when the said piston is moved inwardly upon its compression stroke" the air in said annular cylinder space is compressed to a igherxpressurethan the air located in the recess'of the piston, said recess constituting a combustion chamber into whicha powerful annular current of air'is .forced from said annular cylinder space during aportion of the inner stroke of the piston, said combustion chamber having a fuel inlet communicatingdirectly therewith and hav ing an air inlet therein.

2. A vided with an inward projection in the head thereof formin of the combustion chamber, said projection being spaced from the cylinder wall to form a compression space intermediatesaid pro.-

make positive n oil engine having a cylinder pro-- a portion of the wall Ill) ' jection and the cylinder wall, said combustion chamber having fuel and air inlets communicating therewith, the piston having an end part adapted to fit closely but with a clearance against a corresponding portion of said projection and to enter said compression space before the end of the compression stroke, whereby air is forced from said compression space at the end of the compression stroke between the closely fit ting corresponding portions of said projection and of said piston end part, said piston end part having a piston ring adapted to enter said compression space at the end of the stroke and to pass above the bottom ofthe said corresponding portion of said projection.

3. An internal combustion engine having a cylinder provided with an inward projection in the head thereof forming part of the wall of the combustion chamber. said projection being spaced from the cylinder wall to form a compression space. said (0111- bustion chamber having fuel and air inlets communicating therewith, the piston having a recessed annular end adapted to enter said compression space to force air continuously therefrom into said combustion chamber, the height of said projection being less than substantially twenty-two percent (22%) of the interior diameter of the cylinder, the inner wall of said annular end having a clearance with respect to the projection of said cylinder so that the air intermediate said projection and the cylinder wall can be forced throu h said clearance into the recessed end 0 the piston at the end of the compression stroke.

4. An oil engine having" a substantially cylindrical projection in the head thereof, said engine having a piston provided with an annular end the base of which is of concave contour forming a recess in said iston, the annular end of said piston being a apted to enter the annular cylinder space between the Wall of the cylinder and the annular pro- 'ection thereof, said cylinder head having an oil inlet therein inclined to the axis of movement of the piston, the parts being so dimensioned that when the'said piston is'moved inwardly upon its compression stroke, the

air in saidannular cylinder space is compressed to a hlgher pressure than the, air located in the iston, said recess constitut- 'ing a combustion chamber into which a powerful annular current of air is forced from said annular cylinder space during a portion of the inner stroke of the piston, said annular current 0% air being deflected by the concave end of said iston space to the center of the piston, w ereby the inclined jet of oil is forced into a violently agitated body of air.

In testimony whereof I hereunto aflix my signature.

CHARLES RYDER.