US1729042A - Aviation motor - Google Patents

Aviation motor Download PDF

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Publication number
US1729042A
US1729042A US392838A US39283820A US1729042A US 1729042 A US1729042 A US 1729042A US 392838 A US392838 A US 392838A US 39283820 A US39283820 A US 39283820A US 1729042 A US1729042 A US 1729042A
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US
United States
Prior art keywords
air
motor
fuel
pressure
cylinder
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
US392838A
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English (en)
Inventor
Hugo Junkers
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Individual
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Individual
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Publication date
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Publication of US1729042A publication Critical patent/US1729042A/en
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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
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/08—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the pneumatic type
    • 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
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • 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
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0215—Pneumatic governor
    • 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
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0227—Atmospheric pressure
    • 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
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0264—Arrangements; Control features; Details thereof in which movement is transmitted through a spring
    • 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
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0293—Throttle control device adapted to limit power development at low attitude
    • 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
    • F02D2700/022—Controlling the air or the mixture supply as well as the fuel supply
    • F02D2700/0223—Engines with fuel injection
    • 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
    • F02D2700/0228—Engines without compressor
    • F02D2700/023—Engines without compressor by means of one throttle device
    • F02D2700/0235—Engines without compressor by means of one throttle device depending on the pressure of a gaseous or liquid medium
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • My invention refers to motors and more especially to the motors used in connection with flying machines designed for use at high altitudes. It is a particular object of my invention to provide a motor capable of developing a constant turning Ynoment at all altitudes within a certain range, from sealevel up to the highest altitude attainable by the machine.
  • the piston or pistons have a somewhat larger diameter than the pistons of a normal motor of equal output designed to work only in air of about one atmosphere absolute pressure that means that for instance the cylinder section oi the new motor is to that of the normal one as the inversion of the density of the atmosphere. at the altitude in which the 535 flying machine is to work is to the density of the air on the'surface of the earth. All other dimensions e. g. those'of the driving gear remain almost identical.
  • the new motor is bound to develop under otherwise equal conditions the same power at a certain altitude as the normalfmotor on the surface of the earth.
  • an automatic regulator 7 offers the important advantage that the throttling or air admission does not depend upon the attention and care of the machinists so that by rapidly and frequently changing the height the motor can neither be imperilled by overstraining through admitting air of can be arranged which is to be inserted in the air admission pipe, influences all cylinders connected with this pipe and is adjusted automatically according to the varying density of air; or the regulating machinery can be arranged so that in influences the time ofthe opening of the suction valves (or slides) of the cylinders or of the charging pump in such a manner that these will be kept open for a lesser percentage of the piston stroke in denser than in thinner air.
  • Fig. 1 is a longitudinal section of a device for regulating the tension ofthe inlet valve spring in proportion to the altitude
  • Fig. 2 discloses diagrammatically by way of example a regulating device for use with the1 motor according to the present invention
  • Fig. 3 discloses a two-stroke cycle engine embodying the principles of my invention.
  • throttling valve 2 is insertei in this pipe which acts under pressure of spring 3, the resistance of thisspring is to be overcome by the admitted air.
  • this pressure after passing valve 2 is reduced according to the tension of spring 3.
  • the degree of throttling can be adjusted to the varying density of air in different heights by altering the pressure resting on the valve correspondin to the density of air; in the present case thls can be done by shifting the resting plate 5 of spring 3 by an appliance influenced by the outer air pressure so that the pressure resting on the valve decreases with the decreasing outer air pressure.
  • the adjusting appliance consists of a diaphragm body 6 c osed completely, and filled with a gas of some tension which remains practically,the same.
  • the pressure of this gas is balanced by the pressure of the outer air plus a variable force e. g. the tension of spring 7 or the imminent elasticity of the diaphragm.
  • spring 7 is compressed by the surplus pressure of the diaphragm until its tension plus the outer air pressure keeps balance to the pressure inside 15 the diaphragm body.
  • the ensuing movement of the diaphragm end plate is imparted to the resting plate 5 by means of the rod 8;
  • a certain deficiency of this arrangement consists in the fact that the admission of fuel is worked by means of a carburetter. From ordinary carburetters, if working in-air of lesser density, difi'erent mixtures are obtained from those working in air of higher density.
  • carburetters have been designed which are alleged to be free from these de- 40 ficiencies such carburetters are rather complicated as a ruleand need a very careful handling. Besides it is highly probable that it is the low temperature in higher altitudes that prevents a perfect gasification. These deficiencies can be avoided by admitting the fuel not through a carburetter but in measured quantities for each piston stroke;
  • a motor thus arranged if compared to a motor fitted with a carburetter has the advantage that the fuel consumed remains exactly the same atall altitudes so that a fairly equal turning moment of the motor is assured from the surface of the earth to normal altitude. As then the fuel'admission does not to the appliance for altering the valve pres-.
  • the fuel is admitted by pump 20 which sucks liquid fuel from a tank 21 and transports it through pipe 22 to the ejector nozzle 23 which e. g. may be inserted in the suction pipe 1.
  • the pump is driven by a shaft 30 coupled with the motor.
  • the fuel admission is reduced by shifting towards the left the eye joint 31 of a lever 32 set in motion by shaft 30; hereby the useful part of the strokeof piston 25 is reduced which controls the admission opening 26 its edge 24
  • the quantity of combustion air admitted into the cylinderswith each stroke is regulated in the same way as described in above by altering the pressure exerted on a valve inserted in the air suction pipe leading to the motor.
  • the diaphragm body 6 which is airtight and exposed to the outer air pressure serves as a combined organstarting the movements of both regulators; this diaphragm is compressed when near the surface of the earth and expands with increasing height.
  • Rigidly tied'to diaphragm 6 isthe body 18 which so takes part in its movements; it has two grooves 15 and 17 following the centre lines 14 and 16 and guiding the arms 11 and 13 of two angular levers; the grooves are partly leading in the direction of the movement of body 18, partly in oblique lines.
  • One of these angular levers (12, 13) in altering the position of eye joint 31 with its arm 12. influences the output of pump 20.
  • Arm 10 of the other angular lever (10, 11) holding the spring rest 5 influences the tension of spring 3 by its movement.
  • the machinery is shown in the position maintained in working at normal heights; air and fuel admission remain uninfluenced.
  • the diaphragm expands further and shifts body 18 to the right.
  • the end of lever 13 sliding in groove 17 is hereby shifted downwards by the obliquity of the groove into the osition marked by dashes; the eye joint 31 of lever 32 moves to the left, the useful part of the pump stroke and by this the fuel admissionare reduced
  • the end of lever 11 slidingin groove 15 moves along the horizontal part of this groove, lever 10, 11 remains in position and spring 5 remains loose so that the air is admitted to'suction pipe 1 without any hindrance.
  • thefuel admissented in the drawing has an admission port I 31 and an outlet 32 arranged as usual.
  • the regulating device described with reference to Fig. 1 is connected to the admission port 31, the same letters of reference being used as in Fig. 1.
  • a suction pump 34 is connected to the outlet 32 by means of a pipe 33, said pump having its piston.35 connected to the crank shaft 37 of the engine by the connecting rod 36 in such manner that at the moment where the engine piston 38 uncovers the outlet 32, the pump plston 35 will exert a sucking -action, thus causing a reduced pressure in the engine cylinder 30 to be pro-' through the regulating device 18, its quantitybeing regulated in the manner above'described, viz being throttled as long as the engine is working in airrof higher density than-corresponds to an output which the transmission gear can take up without getting too heavily strained.
  • the regulation of the fuel supply can be effected either by a carburetor or by a pump, as above described.
  • Aninternal combustion engine comprising in combination, a cylinder, a piston reciprocable therein, means connected with said piston for converting its rectilinear motion into rotary motion, means for supplying said cylinder with fuel and air, the diameters of said cylinder and piston being such as to allow of developing the full power, which said converting means cantake up continuously, with part of the quantity of air which said cylinder is capable of holding at atmospheric sea-level pressure, means for operating the motor in a two-stroke cycle, means for automatically regulating the composition and quantity of mixture supplied to said cylinder in dependency upon the varying density of the outer air and means for sucking off the gases of combustion fromlsa'id cylinder, so as to create within said cylinder a vacuum corresponding to the throttlingaction of said supplying means.
  • An internal combustion engine comprising in combination a cylinder, a piston reciprocable therein,- means connected with said piston for converting its rectilinear m0;
  • An internal combustion engine comprising in combination, a cylinder, a'piston reciprocable therein, means connected with said piston for converting its rectilinear motion into rotary motion, means for supplying said cylinder with air, the diameters of said cylinder and piston being such as to allow of developing the full power, which said converting means can take up con-.
  • An internal combustion engine comprisingin combination, a cylinder, a piston reciprocable therein, means connected with said piston for converting its rectilinear motion into rotary motion, means for supplying said cylinder with air, the diameters of said cylinder and piston being such as to allow of developing the full power, which said eonverting means can take up continuously, withpartof the quantity of air which.
  • said cylinder is capable of holding at atmospheric sealevel pressure, means dependent upon the density of the outer air for automatically regulating up to a predetermined minimum density the quantity of air supplied, means for supplying within certain limits of densit-y a constant quantity of non-vaporized fuel for each working stroke and for reducing said quantity in proportion to the quantity of air admitted in every instance, when said minimum density is overstepped, both said fuel and said air reducing means being under the influence of'said regulating means.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Fuel-Injection Apparatus (AREA)
US392838A 1916-11-11 1920-06-29 Aviation motor Expired - Lifetime US1729042A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE520176X 1916-11-11

Publications (1)

Publication Number Publication Date
US1729042A true US1729042A (en) 1929-09-24

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ID=6550875

Family Applications (1)

Application Number Title Priority Date Filing Date
US392838A Expired - Lifetime US1729042A (en) 1916-11-11 1920-06-29 Aviation motor

Country Status (4)

Country Link
US (1) US1729042A (fr)
CH (1) CH99902A (fr)
FR (1) FR520176A (fr)
GB (1) GB147219A (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3039720A (en) * 1960-10-10 1962-06-19 United Aircraft Corp Vapor burning system for aircraft power plant
US3894523A (en) * 1973-05-29 1975-07-15 Bosch Gmbh Robert Fuel supply system

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3039720A (en) * 1960-10-10 1962-06-19 United Aircraft Corp Vapor burning system for aircraft power plant
US3894523A (en) * 1973-05-29 1975-07-15 Bosch Gmbh Robert Fuel supply system

Also Published As

Publication number Publication date
CH99902A (de) 1923-07-02
FR520176A (fr) 1921-06-21
GB147219A (en) 1921-12-07

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