US1742621A - Engine scavenging and fueling mechanism - Google Patents

Description

Jan. 7, 1930. o. H. SPENCER ENGINE SCAVENGING-AND FUELING MECHANISM Filed March 21, 1929.

. piston 4 and the Patented Jan. 7, 1930 PATENT OFFICE OWEN H. SPENCER, OF INDIA'NAPOTAIS, INDIANA.

ENGINE SCAVENGING LAND F'G'ELING MECHANISM Application filed March 21, 1929. Serial No."348;906.

This invention relates to a combined air and fuel control for internal combustion engines and the prime feature of the invention is the provision of means in connection with the ordiary type valve operating rod for conto the cylinder of the engine in cooperation with the admission of fuel by the ordinary tappet valve.

A further feature of the invention is in so arranging the air control that the air will be cut off incident to the admission of fuel to the cylinder.

A further feature of the invention is in so timing the air controlling means that the fuel controlling valve will be practically closed before air is admitted to the cylinder, thereby obviating the possibility of forcing the charge of fuel from the cylinder during ghe interim of charging the cylinder with uel.

A further feature of the invention is in so arranging the admission of air to the cylinder that it will act as a scavenger for the interior of the cylinders of the engine.

Other objects and advantages will be hereinafter more fully set forth and pointed out in the accompanying specification.

The accompanying drawing which is made a part of this application, is partly diagrammatic.

The figure is a vertical sectional view thru the cylinder and crank case of an engine, with the positions of different parts shown by full and dotted lines.

Referring to the drawing the numeral 1 indicates the cylinder of an internal combustion engine, having the usual form: of fuel poppet valve 2 therein through which fuel is injected under pressure from any suitable source and 3 indicates the usual form of crank case connected with the cylinder 1.

Vertically slidable in the cylinder 1 is a piston 4, which operates in the usual manner with a crank shaft 5, the usual form of connecting rod 6 being provided between the crank shaft 5.

The poppet valve 2 is operated thru the medium of a rocker arm 7 and a spring 8, as is usual, said rocker arm 7 being controlled being taken into what is to be its compression stroke,

.dash lines 22.

by means of a rod 9, which is in turn operated thru the medium of atappet 10 and a cam 11, the latter being mounted on a shaft 12, operated by a gear 13, which is in turn operated from a gear 14 on the cam shaft 12. trolling the admission of scavenging of air I The lower end of section A of the rod 9 and the upper end of the tappet 1O meet within air receiving chamber 15' into which air is forced from any suitable source, the upper portion of the chamber 15 communicating with the interior of the cylinder 1, thru a port 16. The passage of the air thru the port 16-iscontrolled by a piston type damper 17 on the rod section A, which cooperates with an elongated valve seat 18 within the chamber 15, said seat being positioned between the inlet opening 19 and the inlet port 16, the valve 17 having freejpassage into the seat 18 By providing the elongated seat 18, the valve 17 may have considerable upward and downward movement with the valve still remaining in closed relation with the seat.

The piston 4 is shown in its full downward position in full lines, as when the fuel is the. cylinder, the poppet valve 2 also being shown substantially app'roaching its closed position by full lines,

with the valve lTstill in substantially full closed positionin full lines, but approaching open position.

As the pistonproceeds on its upward or the port 16 is first closed by it, as indicated by dotted lines 21,then the exhaust port 20 is likewise closed as indicated bythe dot-and-da'sh lines 22'. As the piston starts from its lower-position, the tappet valve 2 has started to close.- The position of the tappet valve at the time the upper end of the piston closes the port 16, being indicated by dotted lines 23, and is completely closed, as indicated by dot-anddash lines 24, when the piston has closed the exhaust'port 20, or as indicated by dot-andis in the position indithe damper 17 will be When the piston 4 cated by ,full lines,

in *closed position as shown by full lines, but

begins to open as the piston rises and will assume the position indicated by dotted lines when he pi ton reaches the p ition ind-i- I trates in a cated by dotted lines 21, and will have moved to full open position as indicated by dot-anddash lines 26, by the time the piston has reached the dot-and-dash position 22, the re spective positions of the tappet 10 and cam 11 during the aforesaid movements of the piston and valves, being likewise indicated by dotted and dot-and-dash lines, respectively.

Although the damper 17 is now in full open position, no air can enter the cylinder, as the piston forms a closure for the port 16, but when the piston has been forced downwardly by the firing of the engine and the port 16 is uncovered, the air will enter the cylinder with more or less force, thus quickly emptying the cylinder of the exhaust and acting as a scavenger for cleansing the cylinder and pis rod and stem, said fuel valve being open when said air valve is closed and closed when said air valve is open.

2. A combined air and fuel control for engines, comprising a cylinder, a fuel intake port in the top of the cylinder, a valve cooperating with said port for controlling the admission of fuel to the cylinder, a port in the lower wall of said cylinder, a valve for controlling said latter port, and a single rod mechanism for operating both of said valves and arranged for opening one valve when the other valve is closing and vice versa.

In testimony whereof, I have hereunto set my hand on this 16th day of March, 1929,

A D OWEN H. SPENCER.

ton head of impurities and foreign particles.

By placing a baffle 27 on the upper end of the piston 4, the force of the air entering the cylinder will be directed upwardly in the upper portion of the cylinder against the valve 2 and serve to cool same as well as the adjacent parts. A large portion of the air will remain, and become heated in the cylinder and will commingle with the charge of fuel next drawn into the cylinder, thus greatly enriching the fuel mixture and imparting a greater explosive force to the mixture without increasing the quantity of fuel charge.

By arranging the valves and operating parts therefore in the manner shown and described, one of the valves will always be opened incident to the closing of the other, these operations being automatic, and it will likewise be seen that by introducing the air in the manner shown, it will act as a scavenger for cleansing and cooling the interior of the cylinder, as well as enriching the charge of fuel.

The said section A is slidably fit in the upper wall portion of the chamber 15 and serves to guide the damper 17, while the rod 9, proper, likewise is loosely guided in said upper wall portion for flexibility in operation with the rocker arm 7.

lVhile the description and drawing illus- 7 general way certain instrumentalit-ies which may be employed in carrying the invention into effect, it is evident that 1. A combined air and fuel control for engines, a cylinder, a fuel intake port in the top of the cylinder, an air intake port in the lower wall of said cylinder, poppet-valves cooperating with each of said ports, a rod mounted on said air valve, a stem mounted on said fuel valve, a rocker connecting said

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