US1723879A - Internal-combustion engine - Google Patents

Internal-combustion engine Download PDF

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Publication number
US1723879A
US1723879A US264312A US26431218A US1723879A US 1723879 A US1723879 A US 1723879A US 264312 A US264312 A US 264312A US 26431218 A US26431218 A US 26431218A US 1723879 A US1723879 A US 1723879A
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US
United States
Prior art keywords
pressure
fan
engine
air
valve
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
US264312A
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English (en)
Inventor
Harry E Morton
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
BF Sturtevant Co
Original Assignee
BF Sturtevant Co
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by BF Sturtevant Co filed Critical BF Sturtevant Co
Priority to US264312A priority Critical patent/US1723879A/en
Priority to GB4246/21A priority patent/GB158883A/en
Priority to FR506628A priority patent/FR506628A/fr
Priority to DEST34340D priority patent/DE403750C/de
Application granted granted Critical
Publication of US1723879A publication Critical patent/US1723879A/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2700/00—Mechanical control of speed or power of a single cylinder piston engine
    • F02D2700/02—Controlling by changing the air or fuel supply
    • F02D2700/0217—Controlling by changing the air or fuel supply for mixture compressing engines using liquid fuel
    • F02D2700/0225—Control of air or mixture supply
    • F02D2700/0246—Control of air or mixture supply for engines with compressor
    • F02D2700/0256—Control of air or mixture supply for engines with compressor by changing the speed of the compressor
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S261/00—Gas and liquid contact apparatus
    • Y10S261/51—Carburetors with supercharging blowers

Definitions

  • the present invention relates to internal combustion engines and more particularly to devices for increasing the normal charges of explosive mixture taken 1nto the cylinders of such engines.
  • Internal combustion engines as at present generally constructed, draw into their cylinders on each intake stroke a charge of explosive mixture, the volume of which is limited by .the volume of the space swept by the piston. lVhen the surrounding atmospheric pressure is reduced and the air becomes rarefied, as by the changes in altitude, the charge, although of the same volume, is correspondingly rarefied and the amount of oxygen available for combustion is proportionately reduced and the power lessened.
  • the maximum power required at the higher altitudes may still be secured.
  • One of the objects of the present invention is to provide an internal combustion engine with devices for compensatingfor the reduction and variation in the charge dueto the rarefication of the atmosphere at high altitudes.
  • a further object of the present invention is to provide compensating devices of the above type which are either automatically or hand controlled, at the ,will of the operator.
  • Still another object of the present invention is to provide means which shall maintain the carbureter or intake manifold at the proper temperature for perfect vaporizationofj the fuel, irrespective of tempeaature changes due to variations in altitu e.
  • a still further object is to devise compensating mechanism of the above kind which shall be adapted for attachment to, and use upon, many of the present types of aeroplane engines.
  • Figure 1 is, a View inside elevation, with certain parts broken away, of a portion of an areoplane motor embodying the present invention
  • Fig. 2 is an end elevation, with the motor shaft in section on the line 22 of Fig. 1, looking toward the right, showing the fan for compressing the rarefied air and the controlling mechanism therefor
  • Fig. 3 is a vertical sectional view on an enlarged scale of the controlling mechanism, taken on the line 3-3 of Fig. 1, looking toward the right
  • Fig. 4 is a vertical sectional view of the regulator valve for controlling the heating or cooling of the intake manifold according to the altitude.
  • Fig. 1 of the drawings the rear portion of the motor is indicated generally at 5, one of the cylinders at 6, the crank shaft at rying vthe'fan casing 17 and the regulating.
  • the fan casing 17 which is of the usual involute type, comprises two sections bolted together and provided with 'a radial intake passage 19 and a tangential discharge passage 20.
  • the intake passage 19 is divided at the fan end into two passages on opposite sides of the fan, through which air is permitted to enter the fan casing axially.
  • the outlet or discharge passage 20 is connected by means of a shortlength of hose 21, with the air-intake 22 of the carburetor 9.
  • the fan casing is a centrifugal fan 23 comprising a plurality of.substantially radial blades 24, integrally formed with the central web 25 and the fan shaft 26 which is mounted to rotate in suitable ball bearings 27 and 28, being driven at high speed from a countershaft 29 through intermeshing double herringbone gear wheels 30, and 31.
  • the counter-shaft 29 is adapted to be driven from the crank shaft 7 of the motor through a belt 32 which passes over a pulley 33 on the crank shaft and a pulley 34 on the countershaft.
  • the ratio between the pulleys 33 and 34 being 2 to l and the ratio between the gear wheels 31 and being 5 to 1 it will be seen'that the fan will be driven at an extremely high rate of speed.
  • the peculiar design of the fan blades, together with the integral formation of the blades, the connecting webs and the fan shaft serve to increase t-he strength and etficicncy of operation of the fan and render it particularly adapted to rotate at high speed.
  • the mechanism for moving the belttightener to vary the speed of the fan andthus the pressure developed is as follows:
  • the belt-tightener pulley 37 is mounted by means of suitable ball hearings to turn on an axle 38 fixed between cars 39 projecting from a head 40 carried atone end of a hollow plunger 41.
  • the opposite end of the plunger is closed by a plug 42 to which a leather washer 43 is secured by a bolt 44.
  • the plunger isv adapted for longitudinal movement in a belt-tightener cylinder 45, the pressure of the oil in the lubricating system of the motor being utilized to move the plungertoward the belt 32 while the springs 46 are provided for moving it in the oppositt. direction.
  • the oil is conducted from the motor casing through a conduit 47 and passage 48 in the wall of the belt-tightener the plunger, the tighter the belt and the higher the speed of the fan. Nhen the pressure of the oil in the cylinder diminishes,
  • the springs cause a return movement of the belt-tightener, a loosening of the belt, and a reduction in fan speed.
  • the pressure of the oil behind the plunger 41 is controlled by a valve 53 in the valve casing 51, the valve being operated to eifect an increase of the pressure by the expansion of a sylphon bellows 54 under the influence of a helical spring 55 and to effect a reduc-' tion of pressure by the contraction of the bellows due to the existence of a partial vacuum therein; the bellows expanding or contracting according as the pressure within the sylphon cylinder 56, which encloses the bellows, is diminished or increased.
  • ener and sylphon cylinders are cast-integrally and provided with a bracket 57 which Tis' 'bolted to the frame 16 and has formed therein a longitudinal guideway 58 into ible tube 60, the ends of which are closed by disks (i1 and G2 which-are provided with in-.
  • the helical expansion spring 55 is interposed between the disks 61 and 62, surrounding the sleeve 66 and the hubs 63 and 64, and is prevented from coming into contact withthe expansible tube (iO by annular retaining ribs (38 and 69 on the disks 6l and 62 respectively.
  • the bellows are sealed after the air has been excylinder.
  • valve 53 and the rod 71 support the sylphon bellows centrally in the sylphon
  • the interior of the sylphon cylinder is in communication with the discharge passage 20 of the fan by means of a pipe 75. Vhcn the fan is not in operation the pres-.
  • the gasoline tank 79 from which the gasoline is fed to the carburetor through pipe 80, is in communication, above the level of the gasoline, -with the discharge passage of the fan casing (see Fig. 1 so that the gasoline is subject toatniosphericpressure when the fan is inactive and to the pressure'pro quizzedby the fan when it is active.
  • a T-shaped lever 81 has been provided, havifig a pin and slot connection at 82 withthe outer end of the rod 71 and fulcrumed at 83 between lateral cars 84 on a split collar 85 clamped von a sleeve 86 pro- 'jecting from the sylphon cylinder.
  • Limement of the lever 81 will dislodge the spring pressed detent 73 from engagement with the groove 74 and, through the pin and slot connection between rod 65 and sleeve 66, actuate the valve 53; .
  • Suitable control wires may be secured 'in ;apertures at opposite ends of the shown in Fig. 1, the oil is forced by the;-
  • the gearing and hearings in the fan casing may be conveniently lubricated from the main oil pressure system of the motor.
  • duit 91 duit 91, and branch conduit-s 92 and 93, to the fan casing and is returned through tubing 94 to the sump of the motor.
  • the intake manifold with a water jacket connected with two sources of circulating water.
  • One source is the water cooling system of the engine whereby heat may be supplied to the manifold at the lower altitudes.
  • the other source is an independent cooling systemwhereby heat may be absorbed from the intake manifold atthe higher altitudes.
  • Automatic devices are provided for controlling the connectionpf these two sources to the. water 'acket of the manifold so that at lower the water manifold 103.
  • the hot water from the top of the cylinder's is returned through the ipel'104 to the thermostatic, device 105 an thence eitherdirectlyto the pump when'the engine is cold or through a cooling radiato r (not shown) connected to the thermostatic device 105 through the pipe' 106 and with the pump l01 by the pipe 107.
  • the construction of the water valve 111 is illustrated in Fig. 4.
  • the valve comprises a substantially cylindrical easing tapped at one side at 125 and 126 to receive the pipes.
  • a piston valve 128 is arranged to control communication between these various pipes. 'With the valve as shown in' Fig. 4, pipes 110 and 112 are in communication, thus permitting water from the engine cooling system to pass through the intake acket to warm the intake. If the cooling radiator 120 would be forced down- ,wardlythrough the intake jacket to cool the same.
  • the piston valve 128 is actuated by means piston valve 128 were depressed against the be in communication when water from the of a piston 130 connected" to the valve by a stem 131, the piston being actuated by' the oil pressure in the oil'pipe 47 which is connected by a pipe 132 threaded into the opening 133 in the head or cap 134 of the valve casing 111.
  • the compression of spring 129 can be so adjusted that at the lower altitudes pipes 110 and 112 will be in communication at the higher altitudes pipes 112 and 116 will be in communication.
  • the openings or ports will be more or less covered by the valve and the circulation of the heating or the cooling water, as the case maybe, will be correspondingly revaporization ofthe fuelwill .be varied according to the requirements and conditions to insure perfect vaporization and maximum power development.
  • the engine is first. started under normal sea. level pressure, the sylphon bellows controlling the oil valve 53 is contract' ed as shown in Fig. 3, so that the oil flows freely through the controlling mechanism without developing suliicient pressure to move the belt-tightener .or the automatic water valve.
  • the fan therefore, remains stationary and the inlet manifold jacket is supplied with hot water from the engine cooling system.
  • the apparatus may be readily attached to many diifer'ent types of aeroplane engine, it being necessaryto provide only a belt drive from some convenient engine shaft,
  • auxiliary devices including a compressor which is inoperative at normal atmospheric pressure and which operatesautomatically when the atmospheric pressure is reduced below normal,'- to 'deliver.t-he gaseous mixture to. the engine under a supplementary pressure, and variable speed'driving connections between the. compressor and shaft.
  • a centrifugal fan and easing, frictional devices for driving the fan from the engine, and means for controlling said devices comprising a cylinder and a' plunger, means for supplying oil continuously to the cylinder behind the plunger under pressure, aconduit for the escape of the oil, and a valve in said conduit .for regulating the escape of the oil.
  • cylinder for conveying oil to the eylinder,,a return conduit for the' escape of the oil, an escape, valve,'and means responsive to variations in air pressure for operating said valve to control the escape of the 'oil.
  • devices including a valve, a member havingan air-tight expansion chamber connected with said valve, and connections for subjecting said member to the air pressure.
  • connections between said supplies and said jacket and automatic means controlling said connections to permit water to flow from one or from the other or from neither. of said supplies according to the requirements.
  • Mechanism for supplying air to the. air intake of the carbureter of an internal combustion engine having a shaft comprising a frame, a fan casing carried by the frame having an outlet port adapted to be connected to the carbureter air intake, a rotary fan within the casing, variable speed devices carried by the frame for driving the fan from the engine shaft, and controlling mechanism carried by the frame responsive to variations in air pressure for controlling the variable speed devices.
  • Mechanism for supplying air to the air intake of the carbureter of an internal combustion engine comprising a supporting frame, a fan casing carried by the frame and having a discharge port, adapted to be connected to the carbureter intake, a rotary fan within the casing, a shaft, a belt pulley, transmission gearing between said shaft and the rotary fan, a pressure cylinder, a piston, a belt-tightener pulley actuated by the piston.
  • a control cylinder in communication with the discharge port of the fan casing, a control valve, pressure control devices in the control cylinder for actuating the valve,
  • Means for supplying an explosivemixture of hydrocarbon and air to explosion engines having shafts comprising a mixing device having means for supplying hydrocarbon and air thereto, the air sup-.
  • plying means embracing a pump and variable speed driving connections between the pump and engine shaft, andmeans responsive to barometric conditions of the atmos phere to regulate the speed of the pump.
  • Means for supplying an explosive mixture of hydrocarbon and air to explosion engines having shafts comprising a mixing device having means for supplying hydrocarbon and a r thereto, the air supplying means embracing a pump,means for driving the pump, includlng a speed changemechanism, intermediate the pump and the engine shaft, and means responsive to barometric pressurefor controlling the change speed mechanism.
  • Means for supplying a. mixture of hydrocarbon and air'to explosion engines comprising a mixing device having means 1 28.
  • Means for supplying a mixture of hydrocarbon and air to explosion engines comrisin a mixin device with .means for directing hydrocarbon and supplying air.
  • said air supply means embracing a pump, means to drive said pump, including speed. change mechanism, and means responsive to barometric pressures for regulating the speed change mechanism, embracing means to disconnect the regulating means for the change speed mechanism at a predetermined barometric pressure, I
  • the combination with an internal by the operator combustion engine of meansfor delivering gaseous mixture to the engine including a compressor andvariable speed driving devices for driving the compressor from the engine, mechanism actuated by the power compressor and variable speed devices for driving the compressor from the engine, an engine driven pump for circulating liquid, means actuated by the pressure of the liquid for adjusting the driving devices, a valve for regulating the flow of theliquid to control its the valve.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)
  • Rotary Pumps (AREA)
  • Control Of Positive-Displacement Air Blowers (AREA)
  • Devices For Conveying Motion By Means Of Endless Flexible Members (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
US264312A 1918-11-27 1918-11-27 Internal-combustion engine Expired - Lifetime US1723879A (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
US264312A US1723879A (en) 1918-11-27 1918-11-27 Internal-combustion engine
GB4246/21A GB158883A (en) 1918-11-27 1919-11-26 Improvements in or relating to internal combustion engines
FR506628A FR506628A (fr) 1918-11-27 1919-11-26 Moteurs à combustion interne
DEST34340D DE403750C (de) 1918-11-27 1921-03-24 Vorrichtung zur Kompression des Ladegemisches bei vermindertem Atmosphaerendruck

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US264312A US1723879A (en) 1918-11-27 1918-11-27 Internal-combustion engine

Publications (1)

Publication Number Publication Date
US1723879A true US1723879A (en) 1929-08-06

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ID=23005480

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Application Number Title Priority Date Filing Date
US264312A Expired - Lifetime US1723879A (en) 1918-11-27 1918-11-27 Internal-combustion engine

Country Status (4)

Country Link
US (1) US1723879A (de)
DE (1) DE403750C (de)
FR (1) FR506628A (de)
GB (1) GB158883A (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2429423A (en) * 1941-10-17 1947-10-21 Bendix Aviat Corp Control for internal-combustion engines
US3134371A (en) * 1962-10-29 1964-05-26 Cooper Bessemer Corp Cooling system for internal combustion engines

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2429423A (en) * 1941-10-17 1947-10-21 Bendix Aviat Corp Control for internal-combustion engines
US3134371A (en) * 1962-10-29 1964-05-26 Cooper Bessemer Corp Cooling system for internal combustion engines

Also Published As

Publication number Publication date
DE403750C (de) 1924-10-07
GB158883A (en) 1921-05-26
FR506628A (fr) 1920-08-26

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