US2019643A - Engine - Google Patents

Description

C. F. BACHLE Nm: 55, E935.

ENGINE Filed OC. l2, 1932 2 Sheets-Sheet l l INVENTOR. fr! Fac Ze ATTORNEY.

powr der/zar al www C. F. BACHLE ENGINE Filed OC. l2, 1932 2 Sheets-Sheet 2 INVENTOR.

'faro' ff'ac Ze 6219/10( 6770/57' 14A/ELE ATTORNEY.

Patented Nov. 5, 1935 STA ES UNIT PATENT OFFICE ENGINE corporation of Virginia Application october 12, 1932, serial No. 637,375

11 Claims.

My invention relates to engines and more particularly to an improved means and method for introducing a carbureted mixture of air and hydro-carbon to the engine cylinder.

At the present time, the popular practice is to provide engines of relatively large horse power, and it is not unusual to provide engines of 100 I-I. P. or more for automobiles of the medium priced field. Even with engines assembled with low priced cars, it is not unusual to provide engines of 65 and '70 H. P. In the ordinary operation of such cars the maximum power is seldom used and consequently it is impossible to obtain the maximum fuel economy for the ordinary operation of such engines, since such engines are wasteful of fuel when operated at minimum power demand.

I find that engines equipped with a so-called cold carburetion system are of particular advantage, and furthermore, this carburetion system is especially adapted for engines of relatively high horse power, and my present improvement is of especial importance in connection with a socalled carburetion system.

An object of my present invention is to provide an engine having improved fuel economy throughout the entire range of power demand and more particularly for relatively low power demand.

Another object of my invention is to improve engine operation by providing an improved means and method for introducing a carbureted mixture of air and hydrocarbon to the engine whereby to attain such maximum fuel economy.

A further object of my invention is to improve engine operation by providing a fuel mixture forming and supply means responsive in operation to engine power demands.

A still further object of my invention is to provide an improved fuel mixture forming and supply means incorporating a plurality of fuel mixture conducting portions respectively adapted for connection with a fuel mixture supply means in response to engine power demands, one acting to supply the engine with an adequate supply of fuel mixture for relatively low power demand and the other acting to supply the engine with an adequate supply of fuel mixture for subsequent mixing with an additional supply of air in the engine cylinder for relatively high power demand.

For a more detailed understanding of my invention reference may be had to the accompanying drawings which illustrate one form which my invention may assume, and in which;

(Cl. 12S-75) Fig. 1 is a transverse vertical sectional view of a typical engine cylinder and an associated manifold including a fuel mixture forming and supply means, and showing the parts in position for low power demand, 5

Fig. 2 is a similar fragmentary sectional view showing the parts in position for high power demand,

Fig. 3 is a horizontal fragmentary sectional view taken substantially on the line 3-3 of 10 Fig. 1,

Fig. 4 is a horizontal fragmentary sectional view taken substantially on the line 4-4 of Fig. 6,

Fig. 5 is a fragmentary detail sectional View 15 of the primary or low power demand engine intake showing said port about to open,

Fig. 6 is a similar detail sectional view showing said low power demand engine intake port about to close, 20

Fig. 7 is a fragmentary detail elevational view of the engine throttle control,

Fig. 8 is a detail sectional view of the control of the needle valve controlling the injection of the fuel into said fuel mixture forming and sup- Z5 ply means,

Fig. 9 is a graphical diagrammatic illustration of the valve action controlling the fuel mixture forming the distributing,

Fig. 10 is a diagrammatic view of the engine 30 cyclical events as plotted against crankshaft angle and piston movement, and,

Figs. 11 to 16 inclusive are detail views, somewhat diagrammatic, which illustrate the various valve positions with relation to the actuating 35 cams, as respectively indicated by the numerals I to VI inclusive of Fig. 9.

For the purpose of illustrating my invention I have chosen to show an engine A of the sleeve valve type having a single' sleeve valve for controlling the engine intake and exhaust. It will be understood that my invention is not limited to the particular type sleeve valve illustrated since the principles of my invention may be incorporated in other types of sleeve valve engines, as well as in engines other than those of the sleeve valve type.

The engine A preferably comprises a cylinder block l0 having a cylinder Il in which a sleeve valve l2 of .the combined movement type is op- 50 erated for controlling engine exhaust and intake.

A piston i3 is arranged for operation within the cylinder to actuate the crank shaft (not shown) by reason of the connecting rod connection I4.

A cylinder head structure I5 is preferably se- 55 cured to the cylinder block by the bolts I6, or other suitable fastening devices, and is preferably provided with a re-entrant head portion |1 or plug depending within the cylinder and spaced from the wall thereof to provide a pocket I8 whereby to accommodate the outer portion of the sleeve valve means.

The cylinder block is provided with air intake passages lterminating in the intake ports 20 and with exhaust passages 2| terminating in the exhaust ports 22, an exhaust manifold 23 communicating with said exhaust passages. Further, a fuel mixture intake passage 24, cooperating with a port 25 (see Fig. 3) and the manifoldportion 26, is arranged to conduct a hydrocarbon or fuel mixture to the engine cylinder.

A lower fuel mixture intake passage 21 cooperates with the port 2Sk for conducting fuel mixture to the cylinder, this passage communicating with the manifold portion 29. Preferably the sleeve port controls the opening of the engine intake while the piston controls the closing thereof.

The sleeve |2 is provided with air intake ports 3E) adapted to cooperate with the ports 25 for controlling the air intake, and the ports 3| and 32 are adapted to respectively cooperate with the cylinder ports 25 and 26 for controlling the admission of fuel mixture. VThe sleeve is provided with the ports 33 adapted to cooperate with the cylinder exhaust ports 22 for controlling the exhaust of the engine.

A Vfuel ignition means 34 is preferably'located at the outer portion of the combustion chamber 35 or adjacent the periphery thereof as shown in Fig. l for a reason that will be hereinafter made apparent.

In Fig. 1, I have illustrated a construction in which suitable air and fuel mixture control valves are positioned for low ypower engine operation, while Fig. 2 illustrates the position of such valves for high power engine operation. I preferably connect my fuel mixture forming and supply device with a source of compressed air supply such as a compressor or other suitable device (not shown) by means of a pipe or conduit 36 and have associated therewith a by-pass valve 31 for returning any excess air above a predetermined pressure to the compressor through conduit 36. If desired, a compressor or supercharger may be eliminated.

An air passage 38 communicates with the manifold 39 and the passage i5, a valve 46 controlling the fiow of air through said manifold 39. A nozzle 4| having a cooperating fuel inlet or jet opening 42 provides for the introduction of a fuel mixture into the passage or conduit 4.3, the air from the conduit 36 flowing through the venturi 42', picking up a definite quantity of fuel as determined by the jet opening, and discharging the fuel mixture into the conduit 43, a valve 44 controlling the intake of conduit 43, while an additional valve i6 controls the discharge of the fuel mixture from conduit 43 to manifold portion 26. As will be apparent, the valve 44 may be omitted if so desired.' A passage or conduit 45 connects the passage 43 with the manifold 29, said conduit 45 preferably opening into an intermediate portion of the passage 43 between the valves 44 and 46, and the iiow of fuel mixture through the passage 45 is controlled by a valve 41.

In Figs. 2 and '7 I have chosen for illustration a structure for controlling the valves 4i), 44, 43, and 41, which preferably consists of a bell crank lever 48y operated by the throttle rod 49 and cooperating with the cam rod 50, the cams 5|, 52, and 53 respectively cooperating with the levers 54, 55, 56, and 51 to effect the various movements of the associated valves 41, 40, 46, and 44.

The effective size of the fuel jet opening is preferably controlled by a needle Valve 60, said needle valve being adjustable by means of a lever 6| pivoted at 62 and actuated by the cam structure 53, a shoulder 63 carried by the needle valve 66 being adapted for engagement with a stop 64 to limit the closing movement of the needle valve.

The various valves controlling the introduction of fuel mixture and air to the engine cylinder are preferably controlled by means of a common actuating means, by reason of the Various cooperating relation of the cams carried by the common reciprocating cam shaft or rod 50, and further the adjustment of the needle valve 60 is also controlled by the same common actuating means. The operation of the engine is graphically illustrated in Fig. 9 taken in connection with remaining views showing the preferred construction and is as follows.

Assuming that the engine is idling, the valves 44 and 41 are preferably slightly open as indicated by point 13 (Fig. 9)` 'and shown in Fig. l1. Rod 5|) is moved upwardly towards the Fig. 2 position and cams 53 and 5| engage the levers 51 and 54 respectively, the cams 53 and 5| respectively having cam faces 1| and 1 which respectively engage the levers 51 and 54. Cams 53 and 5| and the respective cam faces 1| and 1| are so constructed as to preferably open-the valve 44 somewhat faster than the valve 41 (see curves 12 and 13 respectively of Fig. 9 indicating the opening of valves 44 and 41). These valves are progressively opened for progressively increasing the power output of the engine through the low power demand range of the engine until they are both substantially fully open as at 14, the valve 41 preferably acting to control the engine power output by regulating the quantity of fuel mixture conducted to the engine through inlet port 28 and cooperating sleeve intake port 32. Cam 5| is preferably constructed with two cam faces, one designated 1| for opening the valve and the other designated 5|a for closing the valve.

Throughout the range of engine operation as controlled by valve 41 from the idling position as shown at 10 to the substantially full open position as shown at 14, the valves 46 and 46 remain closed and the entire engine charge is admitted through port 28 and cooperating sleeve port 32. The intake passage 21 is so constructed and the ports 28 and 32 are so arranged as to introduce the fuel mixture into the engine cylinder substantially tangentially as indicated by the arrow 15 and to thereby induce the fuel mixture to swirl at relatively high speed Within the cylinder as indicated by arrows 16, this swirling action tending to confine the combustible mixture within a. definite zone. The piston 3 is provided with an annular recess |3 in the upper or outer face of the piston, said annular recess I3 tending to assist in confining the combustible fuel mixture to swirl adjacent the wall of the cylinder and to be principally concentrated adjacent the piston upper face, preferably within the annular recess |3.

It may be noted that the fuel mixture introduced through the cooperating cylinder and sleeve ports 28 and 32 respectively, is introduced adjacent to the piston upper face |3a, thus tending to form alayer of fuel mixture of the proper proportions for combustion. Substantially no air is trapped between this fuel mixture layer and the piston upper face and the aboveconcentration of the combustible fuel mixture adjacent the piston upper face is substantially maintained throughout the compression stroke. Preferably a ratio of air to fuel of about 12 or 13 to l is maintained so as to provide a mixture that can be eiciently ignited.

The spark plug 34 is preferably arranged to 1ocate the spark points 34' with relation to the layer of combustible mixtureso as to readily re this mixture (see Fig. l). Secondly the spark plug or other suitable igniting device is preferably located adjacent the cylinder wall as shown in Fig. l; i. e., in the proximity of the combustible fuel mixture strata. Thus, by confining the combustible fuel mixture to only a portion of the available combustion space, I am able to ignite the same with the usual means. In fact, I actually make use of only a portion of the available combustion space, without employing any complicated mechanisms such as is usually necessary in providing an adjustable combustion space. What actually takes place is that as valves 44 and 4l are progressively opened, a progressively increasing charge is introduced into the engine cylinder, resulting in a progressively increasing thickness to the annular layer of combustible fuel mixture, which when fired produces a progressively increasing engine power output.

The power developed through the above range of engine operation is sufficient for ordinary power demand for what is usually termed part throttle engine operation. Such engine operation is obtained with a maximum of fuel economy due to my construction in which the fuel mixture charge is stratified which makes it possible to actually use only a portion of the available combustion space and charge such space With a fuel mixture of proper proportions to support combustion, the remaining combustion space containing substantially pure air. I may term the above range of engine operation for purposes of distinguishing from a further range of engine operation as a low power engine demand.

In a motor propelled vehicle for which this engine is especially adapted for use, the power demands are variable. Obviously engines constructed in accordance with the principles of my invention may be employed for other purposes than propelling vehicles, as my engine is adapted for use where variable power demands are present, but it is believed that the description of `one application of my present invention (engines for motor propelled vehicles) will be sufficient to emphasize the utility thereof. Vehicle operation at moderate speeds over level pavement, moderate engine acceleration, vehicle operation over hills of a slight grade as usually met with for the most part, can be successfully attained with part throttle engine operation, the power demand for such operation being considerably less than the maximum power output of the engine. However, for quick acceleration of a vehicle, for climbing hills and steep grades, for vehicle operation through sand, mud, or roads where resistance to vehicle travel is greater than usually encountered over uthe present day improved highways, and for vehicle operation at high speeds, the power demand is proportionally higher. In order to supply this extra power, my engine construction is adapted to automatically adjust itself to relatively increase the engine power output, and to do so with a maximum of fuel economy.

A further increase in engine power output may be obtained with substantially full open position'. of valves 44 and 41 by partially and progressively opening the air valve and simultaneously progressively opening the needle valve to gradually increase the fuel jet opening. The air admitted to the engine cylinder through the cooperating cylinder and sleeve intake ports 20 and 3G respectively, acts to partially retard the swirling fuel mixture admitted through the lower ports from manifold 29,'thus decreasing the centrifugal forces which act to maintain a stratification of the fuel mixture charge in the cylinder. In order to maintain the proportion of fuel to air substantially 12 or 13 to l as found desirable for efficient combustion, the needle valve is automatically adjusted for enlarging the area of the fuel jet opening to permit the admission of additional fuel to f the conduit 43 and conduit d5 connected therewith. Thus, the richness of the fuel mixture admitted through the lower intake ports is progressively increased to compensate for the tendency of the air admitted to the cylinder from manifold 39 to lean the charge and to re-duce the fuel and air ratio below the desirable ratio.

While the introduction of air tends to retard the swirl, the admitting of this air above the fuel mixture introduced through the inner intake ports, tends to maintain fuel mixture stratication whereby to maintain the identity of the fuel mixture adjacent the piston top face separate from the gases in the remainder of the cylinder. Such stratication is maintained substantially until the inner port is closed and the combustible mixture is introduce-d through the outer ports.

The increase in area of the `iet opening may be graphically represented by curve 'H (Fig. 9), the relative increase during this period of .engine operation being indicated between points 18 and 19` on curve Curve Bil graphically represents the opening of valve 40, and shows the valve 40 closed at point 8| at which time valve 41 is full open, and the valve 40 is full open as represented by point 82 on curve 8|). The dot and dash line 9U graphically represents the end of this second or intermediate range of engine operation, and it may be referred to as an intermediate range covering the transitory period in engine operation between the range referred to as low power demand and that range of engine operation hereinafter referred to as high power demand, which is'graphically represented between the dot and dash lines 90 and 9|.

During the time valve lll is closing, graphically represented by the curve portion 13', the valve 46 is progressively opened represented by curve 92, but valve 4'! is closed more rapidly as compared to the opening of Valve 4B. In other words, valve 41 is closed while valve 46 has been only partially opened. Point 93 graphically represents the closed position of valve 4'5 and point 94 graphically represents the full open position of valve 45. During the progressive opening of valve 46 the valve 40 associated with the air duct 38 is also progressively opened. As the valve 41 is progressively closed, it may be observed that the amount of fuel mixture admitted through the tangential port means 28 and 32 is progressively decreased and at the same time the amount of fuel mixture admitted through cooperating cylinder and sleeve ports 25 and 3| and air admitted through cooperating cylinder and sleeve ports 20 and 3| are correspondingly increased. The upper intake means is so constructed as to retard the swirl and upset the stratification within the cylinder, and consequently as the flow through the upper intake means is increased with respect to the flow through the lower intake means, the character of the combustible charge introduced into the combustion chamber 35 is such as to uniformly spread out and substantially fill the available combustion space.

In that period of engine operation, which may be referred to as high power demand, following the complete closing of valve 41 as graphically represented between the dot and dash lines 95V and 9 I, the combustible charge is admitted solely through the upper intake means and preferably uniformly distributed throughout the combustion chamber, the proportion of fuel to air being substantially 12 or 13 to 1 which I nd to bethe proper proportions for obtaining proper combustion. It may also be noted that the needle valve 60 is progressively opened during the range Yoi. engine operation as graphically represented by the dot and dash lines 14 and 9|, and it will be obvious that the adjustment of said needle valve may vary from the showing of Fig. 9 if so desired.

The diagram (Fig. 10) graphically illustrates the timing of the intake port means with respect to the crankshaft angle and piston movement. It may be observed that the opening period of the upper intake means sometimes referredv to as the normal intake means, is longer than the intake opening period of the lower intake means.

This diiference in the length of the intake periods will result in the introduction of a greatercharge of combustible mixture toy the engine cylinder through the upper or normal intake port means than through the lower intake port means.

It may thus be noted that my engine utilizes the maximum of combustion space for high power demands and only a portion of the available combustion space for low power demands.

Figs. 11 to 16 diagrammatically illustrate the various positions of the valves and actuating cams for theA positions as indicated in Fig. 9 and numbered respectively I, II, III, IV, V, and VI. It will also be apparent that the particular valving construction is not essential to the successful accomplishment of the result. Various valving arrangements may be adapted for operation with my engine and I do not limit my invention to the particular valving arrangement herein illustrated, though it will be readily apparent that my invention is of especial importance in connection with a sleeve valve engine and of particular adaptability with an engine of the type shown in the illustrated embodiment of my invention.

On account of the short opening period of the lower fuel intake valve means, the supercharger pressure is preferably used to force in the charge (at part throttle).

It will be apparent to those skilled in the art to which my invention pertains, that various modifications and changes may be made therein without departing from the spirit of my invention or from the scope of the appended claims.

What I claim as my invention is:

1. In an internal combustion engine, a cylinder having 9, plurality of intake port means spaced axially of the cylinder, valve means associated therewith, fuel mixture conducting means associated with each of said intake port means, valve means selectively controlling the supply of fuel mixture of said plurality of intake port means, and air supply means associated with one of said fuel mixture intake port means, one of said fuel mixture conducting meansconstructed for supplying a relatively richer fuel mixture to the engine cylinder than saidother fuel mixture conducting means, said air supply means associated with said relatively richer fuel mixture conducting means whereby to provide additional air for mixture with said relatively richer fuel mixture in the engine cylinder.

2. In an internal combustion' engine, a cylinder having a plurality of fuel mixture intake port means spaced axially of the cylinder and an air intake port means, separate fuel mixture conducting means associated with said fuel mixture intake port means, air conducting means associated with said air intake port means, valve means associated with each of said fuel mixture and air conducting means, and interconnected actuating devices for operating the valve means associated with said fuel and air conducting means.

3. In an internal combustion engine, a cylinder having a plurality. of fuel mixture intake port means spaced axially of the cylinder and an air intake port .means separate fuelmixture `iconducting means associated with said fuel mixture intake port means,y air conducting means associated with said air intake port means, valve means associated with each of said fuel mixture and air conducting means, and interconnected cam means for actuating the valve means associated with said fuel and air conducting means.

4. In an internal combustion engine, a cylinder having inner and outer fuel mixture intake port means spaced axially of the cylinder and air intake port lmeans associated with said outer fuel mixture intake port means, separate fuel mixture and air supply means respectively associated with said fuel mixture and air intake ports, and control devices associated with said supply means for selectively controlling the admittance of fuel mixture to said inner fuel mixture intake port means and air and fuel mixture to said air intake port means and said outer fuel mixture intake port means.

5. In an internal combustion engine, a cylinder 4 having inner and outer fuel mixture intake port means spaced axially of the cylinder and air intake port means associated with said outer fuel mixture intake port means, associated fuel mixture and air supply means and interconnected control devices associated with said supply means for selectively controlling the admittance of fuel mixture to said inner fuel mixture intake port means and air and fuel mixture to said air intake port means and said outer fuel mixture intake port means.

6. In an internal combustion engine, a. cylinder having a plurality of fuel mixture intake port means spaced axially of the cylinder and an air intake port means, separate fuel mixture conducting means associated with said fuel mixture intake port means, air conducting means associated with said air intake port means, and interconnected valve means associated with said fuel mixture and air conducting means, a, fuel mixture forming 4device associated with said fuel mixture conducting means and including a regulable fuel inlet means, and means for controlling said fuel inlet means to vary the fuel mixture introduced to said fuel mixture conducting means.

7. In an internal combustion engine, a cylin- Ider having a plurality of fuel mixture intake port means spaced axially of the cylinder and an air intake portmeans, separate fuel mixture conducting means associated with said fuel mix- 'means timed in operation with the interconnected valve means whereby to Vary the quantity of fuel introduced to said fuel mixing and forming device in direct proportion to quantity of air introduced to said cylinder through said air conducting means and said associated air intake port means.

8. A method of engine operation consisting in introducing a fuel mixture to an engine combustion chamber adjacent to the piston top face when the piston is in its innermost position of travel, in introducing air into said combustion chamber above the fuel mixture for inducing stratification of the fuel mixture whereby to confine said fuel mixture in a portion only of 'the combustion chamber to maintain its identity separate from the gases in the remaining portion of the combustion chamber for a low power demand condition of engine operation, and for a high power demand condition of engine operation consisting in supplying the engine combustion chamber with a relatively richer fuel mixture at a point above the piston when the piston is in its outermost position of travel and in separately and simultaneously introducing air directly to the engine combustion chamber in quantities increasing with increasing richness of said mixture whereby to spread the combustible charge throughout a relatively larger portion of the combustion chamber.

9. In an internal combustion engine, a cylinder, a piston operable in the cylinder, means introducing a carbureted fuel mixture into the cylinder substantially normal with respect to the cylinder axis and adjacent the piston outer face when the piston is substantially at its innermost position of travel, means introducing air into the cylinder substantially normal with respect to said cylinder axis and at a point spaced axially outwardly of the cylinder from the point where said fuel mixture is introduced and acting on the fuel mixture in the cylinder to substantially coni-lne the fuel mixture within a portion only of said cylinder whereby to maintain the identity of the fuel mixture separate from the gases in the remainder of the cylinder, and means for igniting said fuel mixture.

10. In an internal combustion engine, a cylinder, a piston operable in the cylinder, means introducing a carbureted fuel mixture into the cylinder substantially normal with respect to the cylinder axis and adjacent the piston outer face when the piston is substantially at its innermost position of travel, means introducing air into the cylinder substantially normal with respect to said cylinder axis and at a point spaced axially outwardly of the cylinder from the point where, said fuel mixture is introduced and acting on the fuel mixture in the cylinder to substantially overlie the fuel mixture and substantially confine same within a zone adjacent the piston face whereby to maintain the identity of the fuel mixture separate from the gases in the remainder of the cylinder relatively more remote from the piston face, and means for igniting said fuel mixture.

A11. In an internal combustion engine, a cylinder, a piston operable in the cylinder, said cylinder having axially spaced inner and outer fuel mixture intake ports and an air intake port adjacent said outer fuel mixture intake port, fuel mixture and air conducting means associated with said ports, control devices associated with said conducting means for introducing fuel mixture by way of said inner intake port adjacent the piston top face when the piston is at its innermost position of travel for low power engine demand and through said outer intake port for the higher range of engine power demand, means associated with said inner fuel mixture intake ports for acting on the fuel mixture introduced4 therethrough to concentrate same in a stratified layer in a portion only of the combustion chamber adjacent the piston top face and to maintain the identity of the fuel mixture adjacent the piston top face separate from the gases in the remainder of the cylinder for relatively low power engine demand, said fuel mixture and air introduced respectively through said outer fuel mixture intake port and air intake port being distributed more uniformly throughout the entire combustion chamber space for relatively high power engine demand.

CARL F. BACHLE.

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