US1798837A - Internal-combustion engine - Google Patents

Description

March 31, 1931. w. v. FALCON 1,798,837

INTERNAL COMBUSTION ENGINE Filed May 20. 1927 2 Sheets-Sheet 1 fli i s w I??? I MN.

INVEN TOR. "Whom K Fblcom March 31,1931. w. v. FALCQN INTERNAL COMBUSTION ENGINE 192? 2 Sheets-Sheec 2 Filed May 20 w W INVENTOR mmbm 1/. ,F'kow A TTORNEY.

Patented Mar. 31, 1931 UNITED STATES PATENT OFFICE INTERN AL-GOMBUSTION ENGINE Application filed May 20, 1927. Serial No. 192,854

My invention relates to a new and useful improvement in an internal combustion engine, and has for its object the provision of an internal combustion engine in which the mechanism may be employed for thoroughly mixing the fuel with the air so that a maximum eficiency of the engine may be accom plished.

Another object of the invention is the provision in an internal combustion engine of means for delivering to the combustion chamber an amount of water or steam.

Another object of the invention is the provision in an internal combustion engine of a 5 structure whereby the exploding gases in the internal combustion engine may be utilized for producing a steam pressure and the steam pressure thus produced utilized in conjunction with the exploding gases for moving the so piston in its cylinder.

Another object of the invention is the provision of an air mixing chamber whereby the air may be preheated prior to its delivery to the chamber for mixing with the fuel, the

heating being elfected in the engine itself so that, in addition to the air being preheated, the air is also utilized for cooling the engine.

Another object of the invention is the pro so vision of a mechanism whereby the air may be forced into the engine under pressure.

Another object of the invention is the provision of a mechanism whereby water may be injected into the engine under pressure in at predetermined amounts.

Other objects will appear hereinafter.

The invention consists in the combination and arrangement of parts hereinafter described and claimed.

The invention will be best understood by a reference to the accompanying drawings which form a part of this specification and in which Fig. 1 is a transverse sectional View through one of the cylinders of the engine taken on substantially line 1-1 of Fig. .1.

Fig. 2 is a fragmentary central longitudinal sectional view through two of the cylinders of the engine taken on substantially line 2-2 of Fig. 1.

Fig. 3is a front elevational view of the invention. 4 f r Fig. 4 is a sectional view taken on substantially line 4-4 of Fig. 1. 1

Fig. 5 is a sectional view taken on substantlally line 55 of Fig. 1.

Fig. 6 is a sectional view taken on sub stantially line 6 6 of Fig. 1. i

Fig. 7 isafragmentary View taken on substantially line 77 of Fig. 5. 00

Fig. 8 is a fragmentary sectional View taken on substantially line 88 of Fig. 7

Fig. 9 is another view taken on substantially line 55 of Fig. 1.

Fig 10 is also a view taken on substantic ally line55 of Fig. 1 to show a modified form of head and gasket.

Fig. 11 is a fragmentary sectional view similar to Fig.1 showing a further modified form of the invention.

Fig. 12 is a fragmentary View similar to Fig. l of a further modified form.

Figf13 is a View taken on substantially line 13-13 of Fig. 12.

As shown in the drawings, the engine is illustrated as comprising a crank case 17 projecting upwardly from which is the cylinder 18. Slidably mounted in the cylinder 18 is a piston 19 connected by the. connecting rod 20 to the crank shaft 21. An air intake conduit 22 is in communication with the crank case through a port controlled by the valve 183 normally held by the spring 24 in a closed position in engagement with the seat 25. The valve stem 23 is slidably mounted in the mounting 192 which carries the valve 183. A gasket 26 is positioned between the mounting 192 and thecrank case to assure an air tight connection. This manifold is connected to the crank case by welding, bolting, or in any other suitable manner. The crank case communicates through the port 26 which is normally closed by the valve 28 which is held in closed position by the spring 29 with a passage 30, this passage .30 communicating through a port controlled by the valve 31 with a chamber} 32 which extends in the engine head partially around the combustion chamber 37, and communicates through the port 33 with the combustion chamber 37. This rec port 33 is normally closed by the valve 34 which is held in closed position by the spring 36 positioned on the valve stem 35. In the head of the engine positioned directly over the cylinder 18 there 'is a combustion chamber 37 communicating with which is the threaded opening 38 in which the spark plugmay be positioned. Formed in the wall of the cylinder 18 are the exhaust ports 39 which communicate with the chamber 40 opening through the port 41 into the chamber 42 of the exhaust manifold 43. I

In Fig. 6 I have shown a clinder '18 having the exhaust ports 39 and communicating with the chamber 40 opening through the port 41 into the chamber 42 of the exhaust manifold 43. Mounted on the crank shaft 21 is a gear 44 connected by the chain45 with the timer gear 45 and positioned in the timer housing 46. The gear 45 is mounted on the cam shaft which is adapted to engage the bell crank 48 which is clamped by the split bearing 49 on the shaft 50. The'shaft 50 is provided with acam 150 which is adapted to engage a finger 51 of a bell crank device and engaging the head -54 of-a'plunger 57, about which is positioned in embracing relation the spring 55, this spring '55 engaging atone end a head 54 and at the other end, a bracket 56 projectin outwardly from the shell of the engine. 281% Fig. 1.1) This plunger -57 extends into a casing or guide 58 having the bore 59' formed therein. Theupper end of the plunger 57 is reducedin diameter as at and engages in a passage 66 for-med in the casing head, as shown in Fig. 8. j

The mechanical action given by the mechanism mounted on the cam shaft 50 will ef fect a short or long stroke of the plunger 57. In this manner control of the engine is obtained.

The lever 179" as shown in 3 is mounted on the end of the cam shaft 50..

lVhen the lever 179Ais moved upwardly it turns the shaft '50 in. left-hand direction, thereby moving the cam 150 on the shaft 50.

This cam strikes the lower prong of the bell crank causing the upper prong to move as far as the cam 42 moves it, plus the distance the earn 150 moves it when :it is rotated .on the shaft 50. p

It is believed apparent that when the plunger 57 is caused to move a longer or a shorter distance, that it will inject more or less water and fuel. M

' A butter-fly valve ismounted at theintake opening *of manifold 22. This valve is controlled by a rod attached to the arm 9, thus permitting more airto enter the intake manifold when thear-m179f is moved up.

Between the upper end of the plunger 57 and the lower end of the passage 66 is a chamber 60 which communicates through the passage :61 with a chamber 62 adapted tocorriihunicate with the bore formed an a v nip ple 63, a ball valve being positioned in the chamber 62 for controlling communication 7 through thepassage 78 with the chamber 79 (see Fig. 8). A ball valve 76 serves to conand the space77. This space 77 is formed by cutting away-the gasket 177. In the form shown in Fig. 8, s the chamber 79 extends around andcommunicates-through the open; ings 80 with the interior of the cylinder 18.

A nipple 71 is threaded into the head communicating witha passage 69 which is controlled by the ball valve 70, this passage 69 communicating through the cut away portion 67 of the gasket 68 with a passage 81 controlled by the ball valve 82, this passage 81 communicating with the space 83 provided by cutting away the gasket 177 The' nipple 71 is connected .to a suitable source of fuel supply and the fuel is delivered through the nipple 71 into the space 83 so as to communicate with the cham'ber 32 overthevalve 31. It is consequently seenftha-t the air and fuelis delivered into'the chamber 32 where a thorough mixing of the same may be effected before passage through the port 33 upon opening of the valve 34 into. the chamber-37. 'When the construction which is shown in Fig. 5-.and Fig. '8'is used'thepassages 80 are opened and closed,"as the piston travels up and down, atthe top stroke. In this way the explosion does not come into contact with the water until thepiston has travelled past thepassages 80 on the powerstroke. The ex;- ploded gases under pressure rush into the trol communication between the passage 172 chamber ,7 9 through the passages 80 and changes the water to steam, and the steam then rushes back through the passages 80 and serves to augment the pressure of the exploding gases in the cylinder 18. Whileyon the power stroke the piston-passestheexhaust ports 39 before the downw ard stroke is completed, While the ports are open, the exhaust pressure rushes through into the exhaust r -manifold. Therefore .the "pressure drops in the cylinder- 18. and the] pressure in .the chamber 79 which results from the presence 0f pure steam forces thelsteam out wardly into -the' cylinder 18 through the-passage 80. 1 i

The .atomized fuel in the passages Fig.

1, 'an clf85, Fig. 11, and between valves '88 and a cylinder 18.

exhaust ports, thereby closing communication with the cylinder 18 and the exhaust ports, 39. During the rest of the upward stroke of the piston, the fuel is being passed for ignition when the piston reaches the top dead center.

At some suitable time, just before the piston reaches the top dead center on the compression stroke the cam 42 is so timed as to effect a complete stroke of the plunger 57 and thereby delivers the water to the chamber 79, shown in Figs. 1, 5, Sand 10, and in passage 96 as shown in Fig. 13. At the same time, the fuel is delivered into the chambers a 32, 85 and 179. The source of water supply may be cut off while the engine is being set in motion by the use of gasoline, but when it warms up and in efficient operating condition, the water may be turned 011 through the nipple 63.

In the modified form shown in Fig. 11 and Fig. 12 when the piston has passed through the exhaust port 39 the air, fuel and steam' which is in the cylinder 18 will then begin to be quickly forced up into the head chamber 85, shown in Fig. 11, or the head chamber 93, shown in Fig. 12, through the constricted opening leading from the head chambers 85 and 93 into the cylinder 18. This will cause a Venturi efiect and result in a better mixing of the fuel.

In Fig. 11, the passage 30 is of the same nature as the passage 30 described for Fig. 1, having a control valve 31 communicating with a chamber 85 which extends over the end of the cylinder 18" and communicates through the valve 34 with the passage 86.

In Fig. 12, the passage 87 is of the same type as the passage 30 described in Fig. 1 this passage 87 communicating through the sleeve 89 which is normally closed by the valve 88 and through the sleeve 92 which is normally closed by the valve 92 with the chamber 93 having the opening 94 in which the spark plug is positioned. A nut 91 secures to the stem of the valve 88 a diametrically extending leaf spring 90 which engages the ends of the sleeve 89 and serves normally to retain the valve 88 in closed position. A similar spring similarly constructed serves normally to retain the valve 92 in closed position. Positioned between the head of the engine and the cylinder is a gasket 95 having a cut away portion 96 communicating with This cut away portion is clearly seen in Fig. 13. The water is delivered in the manner indicated through the passage 96 into the cylinder where the explosion of the fuel gas will serve to convert the water into steam.

Fig. 9 is a view to indicate how the steam may be admitted into the passage way 32 from the chamber 39 through the passage 98 formed by cutting away the gasket. When the crude oil is being used as a fuel, this form of head may be used and the steam admitted would help to break up the particles of crude oil and cause it to mix more quickly with the an. i i a i i In Fig. 10 I have shown a slightly modified form in which the chamber 79 communicates through ports 96 with the interior of the cylinder, these ports being positioned in alignment with recesses 97 out out of the gasket 95.

In the form shown in Fig. 10 the exploding gases will rush in through the openings 96 and serve to convert the water into steam, upon which the steam will rush out through the openings and serve to augment the pressure of the exploding gases in the cylinder.

The three styles of heads maybe used alternately for the three methods of applying the water in the cylinder over the piston. The construction of the crank case 17 provides a simple means of lubricating the bearings effected on the splash of the connecting rod. The main bearings are lubricated by the pressure in the crank case when the piston is at the bottom stroke. The oil is forced outwardly between the crank shaft and the walls of the bearings. The end bearings are provided with an oil passage as at 187 which puts the oil in chambers 181 and 182. It is then drawn back in the crank case through the passages 191 and 187. The ball valves 184 and 188 control the flow of the oil.

It will be noted that in all of the forms shown, I have indicated a structure whereby water is led into the exploding chamber, the water converted into steam by the exploding gases, and the steam thus formed used for driving the engine to augment the pressure of the exploding gases, and at the same time,

cleanse the cylinder, and retain it in the proper state of eliicient operation. 7

With a device of this kind'it is possible to begin the induction of gasoline through the nipple 71, and after the engine has become warmed up and is in eliicient operating condition, to lead through the nipple 71, a lower grade of fuel, suchas petroleum or crude oil, and continueeflicient operation of the machine with this type of fuel.

l/Vhile I have illustrated and'described the preferred form of my invention I do not wish to limit myself to the precise details of structure shown, but desire to avail myself of such variations and modifications as come within the scope of the appended claims.

Having thus described my invention what I claim as new and desire to secure by LettersPatent is:

1. In an internal combustion engine having a cylinder communicating with a crank case; an air conduit communicating with said crank case; a passage extending partially around said cylinder communicating with said crank case; control means for control ling communication of said conduit with said crank case; control means for controlling communication of said passage with-said said passage with said crank-case.

2. In an internal combustion engine of the classdescrlbed having a cyl nder and an explosive chamber communicating therewith, f

a chamber positioned exterior of said cylinder andcommunicating with the same in proximity to said explosive chamber; a water conduit; means for forcing water delivered by said conduit into said communicating chamber; and a plurality of independently operable cams for actuating said water forcing means. c

3. In an internal combustion engine of the class described, having a crank case, a

combustion chamber, a cylinder and a piston slidably mounted in said cylinder :an air conduit communicating with said crank case; a passage exterior of said cylinder communicating with said crank case; a control valve for controlling communication of said passage with said crank case; a control means for controlling communication of said conduit Withsaid crank case, said controls operating oppositely, said passage communicating with said cylinder; control means for controlling communication of said passage with said cylinder; a fuel conduit communicating w1thsaid passage; means for discharging water into said passage; and cam operated means for operating said discharging means atpredetermined positions of movement of said piston.

4. In an internal combustion engine of the class described, having a cylinder and a piston ,slidfably .mourited therein: a vchamber mounted on said cylinder, exterior thereof, and communicating with the interior thereof through a plurality of openings, said opening being closed by said piston upon movement of the same to predetermined positions in said cylinder; means for delivering water ofsaid p1s-- ton to predetermined pos tlons, said chamto said chamber upon movement:

her being located for utilizing the heat gen eratedby'coinbu'stion in said engine for converting the water in said chamber into steam 5,. In an internal combustion engine of theiclass described, a passage ;means for dlscharging water into said passage ;actuating means for said discharging means; a cam for operating-said actuating means; and an ad.-

ditional cam for further operating said .ac-

tuating means upon the completion of the operation of said actuating means by said first mentioned cam.

In testimony whereof, Iihave signed the foregoing specification.

WILLIAM v. FALCON.

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