US1633851A

US1633851A - Internal-combustion engine

Info

Publication number: US1633851A
Application number: US124381A
Authority: US
Inventors: Durr Fritz
Original assignee: Individual
Current assignee: Individual
Priority date: 1925-07-27
Filing date: 1926-07-23
Publication date: 1927-06-28
Anticipated expiration: 1944-06-28

Description

i 28 1927. June F. DURR INTERNAL COMBUSTION ENGINE Filed July 25, 1926 FHI; Pfr

Patented June 28, 1927.

UNITED STATES IBITZ D''BB, 0l' MUNICH, GIRI-ANY. l

mrEaNAL-commrsrlon ENGINE.

Application 111ed`Ju1y 23, 1926,l Serial No. 124,381, and in Germany inly 27, 1925.

My invention relates to improvements in internal combustion engines, and more .particularly to two-cycle blower engines with a uniflow scaven ing system.

There are a ready known internal combustion engines, particularly two-cycle blower engines with uniflow scavenging, 1 n which the scavenging and the chargmg air are controlled b means of a rotary valve. I

My improve combustion engine of this type is distinguished from the. hitherto known engines by the injecting nozzle for the supply of the liquid fuel opening axla'lly into the tubular rotary valve and by the necessary quantity of fuel being addedA to the charging airin countercurrent by means of a pump operating in the cycle of the rotary valve.

According to a further development of my invention a cam is provided .upon the rotary valve itself for the drive of the fuel pump.

In the drawing attached hereto one embodimentof my invention is illustrated by .way of example.

Referring to the single figure of the drawing which `illustrates a longitudinal section through my improved engine, 1 is the cylinder of the engine, and 2 the iston reciprocated therein by means of t e connecting rod 3. In the cylinder head is provided a tubular rotary valve 4 which ma be rotated by means of a sprocket wheel 5, or instance. Into this valve provided with a scavenging s'lot or port 6 projects axially the fuel nozzle 7. A cam 8 mounted upon the sprocket wheel 5 forming an integral part of the rotary valve 4 operatesa ump lunger 10 controlled by a spring 9, w ich p unger sucks in the fuel and forces it into the nozzle 7 by means of non-return valves 11 and 12. The pump chamber is sealed by a solid rotary valve 13. This rotary valve 13 is provided with an eccentric groove 14 by means of which the pump chamber can be put in communication with the bypass '15 and thus with the fuel supply pipe-16. The regulation'of the working volume of the pump is effected by means of thehandle 17. y It will be readily understoodthat instead of a piston pum any other suitable pump may be employet such as a gear Wheel pump or the like.

.My improved engine functions as follows: During the expansion stroke of the engine the rotary valve 4 is closed, i. e. the cylinder port is covered so that the fresh air coming ,the actually supplied from the blower accumulates in the cylinder. Towards the lower dead center the pressure first' escapes through the exhaust slots 18, then the valve slot 6 opens and the fresh air accumulated by the blower Scavenges the cylinder. Now the fuel pump becomes operative by the plunger being forced into the pump chamber by the cam and thus opening the non-return valve 12 and simultaneously closing the non-return valve 11 and ejecting theffuel through the nozzle 7.

The quantity of the ejected' fuel depends upon the position of the handle 17. If the eccentric groove provides an unobstructed communication between the ump chamber and the fuel supply pipe 16, t e entire quantity of fuel set in motion by the plunger is forced back into the supply pipe 16 because the resistance of the capillary nozzle 7 is greater than the resistance of the bypass. The more this bypass is throttled by a corresponding adjustment of the valve 13 the more fuel issues from the nozzle 7. By an accurate adjustment of the pump valve 13 uantit of fuel 4can be at an time easily dlminis ed to the desired va ue.

Various modifications and changes may be made without departing from the spirit and thev scope of the invention, and I desire.-

combination, a rotary tubular valve for controlling the scavenging and the charging.

air, a fuel injecting nozzle opening axially into said valve, a fuel supply pump, a cam on the face of said valve and adapted to opcrate said pump and to supply .the fuel to the charge air in countercurrent.

3. In anl internal combustion engine, in

combination, a cylinder, a piston in said cylinder, a crank shaft, a connecting rod between said piston and said crank shaft, a

tubular rotary valve located in the head ofsaid cylinder, means for revolving said valve lll) nozzle, and non-return valves in said pipe and said conduit.

4. In an internal `combustlon engine, 1n combination, a: cylinder, a plston 1n said cylinder, a crank shaft, a connecting rod be? tween said piston and said crank shaft, a tubular rotary valve located in the head of sa-id cylinder, means for revolving said valve provided with a port, a fuel nozzle losignature.

cated axially in said valve, a. cam on the outer face of said valve, a spring-controlled pump plunger adapted to be operated by said cam, a pump chamber for said plunger, a fuel supply pipe opening i'nto said chamber, a conduit connecting said chamberwith said nozzle, non-return valves in said pipe and said conduit, a'. rotary valve for sealing said pump chamber, a handle for rotating said Valve, an eccentric groove in said valve, and a bypass leading from the chamber of said valve into sa'id fuel supply pipe and adapted to be controlled by said groove.

In testimony whereof I have affixed my FRITZ DRR.