US1778156A - Combustion motor - Google Patents

Description

Oct. 14, 1930. c. W. KELSEY COMBUSTION MOTOR Filed March 2, 1925 nvm/roe 6am/14 if/3 Arran/ver T 3M w 2 atented ct. 14, 1930 UNITED STATES ATENT oFFIcE ooMBUsTioN Moron Application tiled March 2, 1925. Serial No. 12,482.

This invention relates to improvements in combustion motors, more particularly among internal combustion hydrocarbon motors, of the multicycle type.

In the multicycle combustion motors in present day use, considerable diiiiculty is encountered in developing sufficient crank case pressure to give the proper volumetric efficiency, or pressure by the application of auxl0 iliary equipment such as auxiliary pumps and two size pistons. In the present motor design, the losses due to back fire, scavenging, and especially of fuel through the eX- haust port, are so high as to impair the eiiiciency of the motor to a great degree. Further, the motors of the multicycle type do not operate at high eiiiciency upon being throttled since the throttling operation in itself is not satisfactory.

In general, the object of this invention is to eliminate the above stated disadvantages of the present internal combustion motor by producing a novel arrangement of elements which simplify the design of the motor and at the same time maintain a high efiiciency standard at all operating stages. y Among the objects of the invention, it is aimed to provide a novel air feeding mechanism for forcing cooling air into thecylinder; to provide a novel fuel injector capable of forcing predetermined amounts of fuel into the cylinder; to provide means for throttling the motor without effecting the eili- 4ciency 'of the same; to eliminate the extensive auxiliary air and iiuid feed devices at presentused to cooperate with the motor; and to provide a simpler and more efficient motor capable of developing power at highly economical costs.

Specifically it is aimed to provide a high speed fan capable of sending various required amounts of air at any desired constant pressure, for providing a full cylinder charge sufficient to carry out scavenging properly and capable of supplying the excess of air for cooling the cylinder, if so desired.

Further, it is aimed to provide a mechanically regulatable fuel injector system operable in synchronism with the piston, and

adapted to deliver accurate amounts of fuel to the cylinder.

Still further, it is aimed to provide means including a movable sleeve, cooperating with the fuel injection system, and the air feed, for bringing about proper throttling of the motor without undue loss of economy.

Still further, it is aimed to provide a movable cylinder head or piston, either of which will move in opposite direction to the sleeve, o whereby to cause a constant compression within the cylinder where the motor is running at full or low throttle.

Still further, it is aimed to provide novel cam operable means for accurately controlling the dischar e of fluid into the cylinder.

These and ot er advantages, ca abilities and features of the invention will) appear from the subjoined detailed description of one specific embodiment of the invention 10 illustrated in the accompanying drawing in which Fig. l-represents a vertical section of one cylinder gasoline motor which incorporates t e elements of my invention.

Fig. 2-represents a side elevation of the air delivery means.

Fig. S-represents a vertical section of the fluid injector.

Fig. 4-represents a section along the lines so 4-4 of Figure 3.

Referrin now more particularly to the reference characters on the drawing, which represents but one embodiment of my invention, letter X represents a cylinder havin a movable head Y both of which are coole by the circulation of cooling water or any other fluid delivered from the water feed pump D, through the chambers Y-1 in the head portion, and the chambers X--1 between the cylinder walls. Though the cooling medium is herein indicated as being water, it is well within the scope of the invention to apply air or other cooling media within said chamber. Within the cylinder 95 there is located a piston C which piston has attached thereto by means of a boss, a connecting rod Z, whlch rod is attached at its opposite extremity to a shaft Z-1, movable about the crank shaft P. This 100 l ingagainst said spring,

crank shaft P and the shaft Z-l movable about the axis of the crank shaft, are enclosed in a crank case Q. An oil pump P1 which delivers lubricant to the movable elements within the motor is located at the base of the frame W.

Within the cylinder C there is located a sleeve S, which sleeve has slots T which serve as intake ports/and slots U almost diametrically opposite from the intake ports and which serve as exhaust ports. The s eeve S is free to move up or down at the will of the operator by means of the lever J, thereby raising or lowering the respective intake and exhaustports T and which open respectively into the intake opening T-1, and the exhaust openingU-l. As a result of this function of the sleeve, whereby movement thereof is controllable by the operator, throttling can be readily produced. 1 To the intake opening T-1 there is connected the delivery end L of a pressure fan Ir-1 which fan is herein indicated as being driven by means of the clutch K, which is of the ratchet, friction, or over-running type and serves to connect the fan, which is 3f the centrifugal type with the worm drive A This fan has a capacity in excess of the cylinder requirements whereby suiiicient air is supplied for combustion,'scavenging, and the cooling ofthe internal chamber of the motor. In this manner through the use of this fan the auxiliary pistons and pumps and the means for providing crank case compression 'are displaced; and the eiiiciency of the motor materially increased.

The fuel feed system eliminates the usev of a carburetor and differs in application from the usual ractice in that a definite amount of fuel is' injected into the cylinder for combustion, the amount of fuel delivered being dependent upon a blow delivered to a plunger or dia hragm since the force of a direct blow can e readily and accurately regulated by means of resistance or friction devices or by other suitable means. The amount of fluid delivered is constant and the force of the blow is sufficiently violent to break up the fuel injected into a form of spray or fog which readily produces a gaseous mixture capable of combustion with the air at that momentpresent in the cylinder.

In the drawing, letter E represents a hammer which hammer-has thereon a projection E-l against which |a spring V presses, the force of which spring pressure is regulated by means ofascrewV-1 pressthe screw being exactuated. The hammer is supported by one end by a rod IE-2', fixed to the frame, the hammer being slidable horizontally alon the bar lil-3. formed at its extremity. he hammer is supported upona ternally cam F which rotates at the same speed plung as crank shaft P, and on which cam there is a dwell F1, which causes the hammer to dropsuddenly1 once during each rotation of said cam F In the chamber lil-4, on the frame, there is positioned a rod or er R, which rod has a disk R1 intermediate of its length, and. which is maintained at operative` position by means of a s ring 1 on the one side and the walls of the chamber Fl-5 on the other side. The upper extremity of the plunger R is in the line of movement of the hammer E and is adapted to be forcibly struck thereby, upon a,

sudden drop of said hammer, when the cam F controlling the movement of said hammer, comes to its dwell F-1. The distance of the drop or fall of the hammer E is con-v trolled by a second cam H which is directly linked with the sleeve S so that a movement of the sleeve will change the location of the cam H, the disk Ii-1, and the plunger R, since the plunger is being urged constantly upward The plunger y is the actuating member l- 2 bearing against the disk.

means of the springR-2..

for causin the delivery of the Huid to the f injector This plunger as above stated is held up by a spring 2 which maintains the said plunger against the cam H except at the moment the spring member is struck by the hammer E, at which time pressure introduced by the hammer overcomes the resistance by the spring and causes the fuel feeding operation to begin, which.

operation is to be later described. The fuel, whether it be a hydrocarbon of the various known types, or that required for the Diesel engine is fed into the pump at S1, the fuel being urged past the check valve S2 initially by the external force applied in pumping it into the feed line. When the plunger descends, due to the impact from the hammer, the fuel between the lower extremity of the plunger and the check valve S--2 is forced past the check valve G--P into a fuel pipe G2 and thence into the injector B, whichV injector is illustrated in detail in Figures 3 and 4. In this device the injector is located in the cylinder head adjacent the spark plug Q which is part of the ignition apparatus, the said plug being connected to a timer N. Applicant ldoes not wish to limit himself to the use of an ignition apparatus since other motors, especially those of the Diesel type, employing high compression do not require ignition apparatus systems.

Referring now more particularly to the injector in Figures 3 and 4, the injector is indicated as B in' Figure 1 and'has thereon the plunger BY- 1 .a pressure diaphragm B-Q, at its upper extremity and ground valve` faces l-3 at its lower extremity.` The plunger B-1 is maintained at inoperative position by means of the spring 4 pressing agamst the base B-5 of the injector at the one cylinder,

end, and against the dlaphragm B-2 at the opposite end. When the liuid is delivered through tube Cr-2, into the injector by the impact of the hammer E, the pressure imparted by the fluid forces the diaphragm B-2 and the plunger B-l downwards thus allowing the fluid to pass in the openings I3-6 formed along the plunger i3-*1 as shown in Figure 4. of passageways i3- 6 by the time it reaches the opening i3-7 it is thoroughly disintegrated into a fog readily combines with the air in the combustion chamber to form the combustion mixture.

Following is a detailed description of the operation of the motor as illustrated in this modification of the invention herein illustrated. The pressure fan of Fig. 2 revolves at a high speed when driven by the over running clutch K through the worm drive M which permits the fan to continue rotating on account of its momentum. If lthe motor should be brought to a sudden stop it consequently prevents any breakage due to a sudden slow down or stop of the motor.

Since the intake port T-l is lower than the exhaust port U the piston uncovers exhaust outlet U iirst, with the result that the excess gasses rush out from the exhaust 1. As the piston descends still further it uncovers the intake port T allowing air passing through from the fan into its out-let L to rush from its intake T and into the which fresh air drives the remaining exhaust gasses out and iills the entire space abov|e the piston full of cool and'pure air. As the piston ascends the ports are closed in successive stages, and the hammer E is actuated by the cam F whereby a violent blow is impressed or imparted to the plunger R This movement of the plunger R causes fuel to be delivered from the pump to feed line S-l through the respective valves Gr-1 and B-3, into the cylinder. The fuel being discharged suddenly into the cylinder through the impactl imparted thereto, usually is delivered into the cylinder in the form of a mist which thoroughly mixes with the air in such cylinder to make a combustion mixture.

As the piston continues to ascend it compresses the mixture and the gas fluid. At a predetermined moment at the stroke of the piston; the ignition of the mixture produces combustion as is well known, providing a greatly increased pressure above the piston, which forces the piston down and imparts power to the crank shaft by means of the connecting rod. This is repeated at each stroke of the piston as is well known in combustion motor operation.

By moving the sleeve S upward or downwardly by means of an external control lever Since the fluid passes in a series Aor spray which spray J the positions ofthe exhaust and intakey ports are respectively changed with the-result that the amount of mixture compressed and the force of the explosion are directly proportional to the location of said sleeve.

' Though this modification illustrated in this drawing is indicated as being a one c linder motor, applicant does not wish to be imited to a specific one cylinder motor since this modification is primarily illustrative of the behavior of a single cylinder of a series of cylinders in any multicycle combustion motor.

Applicant does not further wish to be limited to the specific arrangement of parts herein indicated in the embodiment shown, it being believed to be within the scope of the disclosure to provide xfor the elimination of some of the elements in the device and the substitution of others, and the 11e-location of some of the element-s in above positions.

Applicant is further not limited to specific ignition means herein indicated it being within the scope of the invention to high compression motors limiting the above type of ignition means.

It is obvious that various changes and modifications may be made to the details of construction without departing from the general spirit of the invention as set forth in the appended claims.

What is claimed is:

1. In an internal combustion engine, in combination,

a cylinder and a piston means for admitting a stream of air into said iston at the close of the combustion stro e to scaveng'e the same, means for controlling the volume of said stream of air, means :for atomizing fuel and admitting it to the cylinder after the completion of said scavenging, comprising a cylinder and plunger, inlet and dis'- charge valves connected to said c linder, spring-pressed means for moving saidY lun er outwardly, a hammer adapted to stri e said plunger, a cam operated by the engine for raising said hammer and releasin the same, and means controlled by-said throt ing means for varying the stroke of said plunger to vary the speed. n

2. In an internal combustion engine, in combination, a cylinder, a piston, a sleeve having oppositely disposed inlet and exhaust ports in position to be uncovered by the piston at the close of the stroke, means for atomizing fuel and injecting the same into the cylinder after the closing of said valves, including a cylinder and plunger, inlet and exhaust valves to said cylinder, a spring for urging said plunger' outwardly of said cylinder, a hammer for forcin said plunger inward, means operable by t e engine for raising and releasing said hammer, means for varying the position of said sleeve to control the speed of the engine, and means operable by provide for said sleeve for varying the stroke of said plunger.

3. In an internal combustion engine, in combination, a cylinder, a piston, a sleeve 5 having oppositely disposed inlet and exhaust ports in position to be uncovered by the piston at the close of the stroke, said exhaust ports being positioned to be uncovered before said air inlet ports, means for atomizing fuel and 10 injecting the same into the cylinder after the closing of said valves, including a cylinder and plunger, inlet and exhaust valves to said cylinder, a s ring for urging said plunger l outwardly o said cylinder, a hammer for 15 forcing said cylinder inward, means operable by the engine for raising and releasing said hammer, means for varying the position of said sleeve to control the speed of the engine, and means operable by said sleeve for varying 20 the stroke of said plunger.

CADWALLADER WASHBURN KELSEY.

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