US2354620A

US2354620A - Fuel injection turbine

Info

Publication number: US2354620A
Application number: US314040A
Authority: US
Inventors: John W Smith
Original assignee: Individual
Current assignee: Individual
Priority date: 1940-01-16
Filing date: 1940-01-16
Publication date: 1944-07-25
Anticipated expiration: 1961-07-25

Description

July 25, 1944. J. w. SMITH FUEL INJECTION TURBINE INVENTOR JobnWSmiJch 4 sheets-@eet 1 ZK-. y

Filed Jan. 16, 1940 WMMMHVVIM ATTORNEY July 25, 1944. J. w. SMITH FUEL INJECTION TURBINE 4 Sheets-Sheet 2 Filed Jan. 16, 1940 'ullflllllllllllllllnw11', 4

INVENTOR. JohnW. Smith.

ATTORNEY.

July 25, 1944. 1 w sMn-H 2,354,620

FUEL INJECTION TURBINE 4 Sheets-Sheet 3 Filed Jan. 16, 1940 l N VEN TOR.

JohnW. Smith.

ATTORNEY.

July 25, 1944. J. w. SMITH FUEL INJEcTxoN TURBINE Filed Janfle., 1940 4 sheets-sheet 4 CYCLE Tu R51 55 CCL Hm 55 SUPER cHARomcf l N VEN TOR.

A TTORNEY.

menen July 2s, 1944 UNITED STATES PATENT ori-*ica FUEL INJECTION TUBBINE John W. Smith, Philadelphia, Pa. Application January 16, 1940, Serial No. 314,040

(Cl. 60H13) 4 Claims.

The object of this invention is to devise a novel, supercharged, fuel injection turbine provided with constant volume for the ignition period.

The scavenging air enters a piston controlled port in one cylinder and is forced through piston controlled turbine nozzles into the turbine blades as an important means of air cooling the turbine blades and rotor.

With the foregoing in view, my invention com- `prehends a novel construction of a fuel injection turbine.

My invention further comprehends novel means for varying the constant volume period while the engine is running.

Other novel features lowing description and the appended claims.

For the purpose of illustrating the invention, I have shown in the accompanying drawings a typical embodiment of it, which, in practice, will give satisfactory and reliable results. It is, however, to be understood that the various instrumentalities of which my invention consists can be variously arranged and organized and my invention is not limited to the exact arrangement and organization of these instrumentalities as herein set forth. Y

Figure 1 is a sectional elevation of a fuel injection engine embodying my invention, and illustrative of one type of construction by means of which -my novel method may be utilized.

Figure 2 is' an end elevation partly in section. Figure 3 is a sectional elevation on an enlarged scale, showing a portion of the turbine, the section being taken on line 3-3 of Figure 1.l

Figure 4 is a sectional view, on an enlarged scale, of a portion of the turbine.

Figure 5 is a section on line 5'-5 of Figure 2.

Figures 6 to 9 inclusive are schematic views showing different periods of the cycle.

Similar numerals indicate corresponding parts.

Referring to the drawings:

I designates a casing having outer anti-friction bearings 2 and inner anti-friction bearings 3 in which wobble cranks 4A and 4B are mounted. Each wobble crank has an external ange 5 engaging a thrust bearing member 6 which cooperates with roller bearings 1 to transmit motion to wobble members 8A and 8B. The wobble members 8A and 8B reciprocate

piston valves

9A and 9B through ball and socket links I0. The wobble members 8A and 8B are prevented from rotating by guides II which are free to voscillate between working faces of segments I2 which are of construction and advantage will hereinafter be described in the fola part of an annular ring I3, rotatably adjustable in the casing I.

- The

piston valves

9A and 9B have their inner ends of such contour, that, when the piston valves arel at constant volume position, a substantially spherical combustion chamber I4 is formed. Each piston valve has a slot I5 in order to create a turbulence in combustion chamber Il, as shown by the arrows in Figure 1. Turbulence starts approximately 30 before constant volume (period, therefore piston 9A has just completed 30"- of turbulence movement, which takes place during the constant volume period. In view of the fact that turbulence started 30 Ibefore constant volume period, fuel injection may start 15 or 20 before constant volume period.

The fuel is injected into the combustion chamber during the turbulence period by a conventional spray nozzle inserted into an opening I6. A tubular turbine shaft I1 has first stage impellers I8 and I9 mounted on it.

scavenging and supercharging air enters air inlet 20 and follows the arrows in Figure 1, to impellers I8 and I9, therefrom to annular passage 2 I, and is forced through piston valve controlled :port 22 at a predetermined pressure by means of the two-stage turbine compressor. A pipe 23 supplies a liquid cooling medium to annular cavity 24 of piston valve cylinder 25. The supercharging and scavenging air in passage 2| is also cooled by the liquid cooling medium inthe cavity 24.

Turbinel rotor 26 is lsecured on tubular shaft I1 by bolts 21, and has impellers 28 and impellers 29. A cylinder 25 is provided with turbine nozzles 30 and 3| for impinging the kinetic Aenergy of the gases in the turbine blades 32 of rotor 2B.

The nozzles 30 and 3l are made as short as possible and are mathematically proportioned to complete expansion in the turbine nozzle within a predetermined period of time, see Figures 6 and 7.

` One set of impellers I8, rotating in a suitable annular casing 51, imparts a velocity to the air Within the casing and represents one stage of generating velocity and pressure to the air. Rotating in a casing 58 is a set of second stage impellers I9 for raising the air pressure above the first stage. The air is directed from the first stage impellers I8 by stationary vanes 59 to the second stage impellers I9.

As shown in Figures 1, 2, 3 and 4, a novel cooling system is employed. Cooling air enters an air inlet 33 for impellers 28 which force cooling and second air through passages 34 to cool the turbine rotor and its blades.

Inlet II supplies cooling air to impellers 2l which force air through passages Il for the same purpose. This air follows the direction of the arrows, on the turbine rotors as a cooling system, acts to lower the temperature of the annular exhaust cavity 31 and escapes with the turbine exhaust through outlet t8.

The turbine shai't l1 is journaled on shaft ll secured to wobble crank 4A by bolts lo, and is connected with the wobble crank 4B by a fastening device Il consisting of a bolt and sleeve. A pinion I! on turbine shaft I'I drives an integral gear and pinion I8 Journaled on shaft Il carried by planetary yoke 4l fixed to wobble crank 4B by bolts It. A pinion 41 of the gear and pinion Il engages a stationary rack Il, and represents the means for transmitting power from the turbine rotor to the power shaft. A cam Il by means of a roller 5o oscillates rocker Il which actuates a conventional fuel in- Iiection pump through push rods l2. 'Ihe constant volume period is regulated by a lever 5I having a ball shaped and extending into direction of A, Figure 2, volume period by advancing wobble member 8A to position A and a movement in the direction of B decreases the period of constant volume, by

fully uncovered port 32, and the turbine cycle` has been completed. l

In crank pin position B5, for piston valve 9B in Figure 6, the turbine cycle is beginning, and, in Figure 'l it is completed. Figure 8 shows the relative position of piston valves at the start of supercharging; and Figure 9 shows the relative position of valves at the completion of supercharging and the start of the compression period which merges into constant volume.

'I'he piston valve positions for constant volume are shown at the top of Figure 1, and the piston valve positions for scavenging are shown at the bottom of Figure 1.

Constant volume turbulence in the combustion chamber il, see Fig. 1, is a fundamental condition created by slot i5 in

piston

9A or 9B by the mechanism as shown.

The duration of by lever 53.

constant volume is controlled- During the compression period, the position of piston in Fig. 1 shows that it has completed the action of forcing the air into the combustion chamber Il through the slot i which has functioned as the receiving passage for the combustion chamber Il.

During the constant volume period, the withdrawal of piston 0A from the combustion chamber I4 causes the receiving passage to function as the exit passage.

Piston 0B forces into the combustion chamber the constant volume air which is expelled through the slot II 1n the piston 9A.

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

1. In a fuel ignition turbine, engine cylinders having air admission andturbine nozzle ports,

a compressor feeding air under pressure to said air admission ports, opposed piston valves in said cylinders controlling the air admission ports and v turbine nozzle ports, fuel injecting means, a turnozzle ports,

bine receiving potential energy from said tunbine actuating mechanism for said piston valves to establish a constant volume period providing for the completion of combustion at a constant volume and within a given time, and means to vary the constant volume period while the engine is running.

2. In a fuel ignition turbine, engine cylinders having air admission and turbine nozzle ports,

a compressor feeding air under pressure to said air admission rports, opposed piston valves in said cylinders controlling the air admission ports and turbine nozzle ports, fuel injecting means, a turbine receiving fpotential energy from said turbine nozzle ports, actuating mechanism for said piston valves to cause one of said piston valves to reach the end of its compression stroke prior to its opposed piston valve and to establish a constant volume period providing for the completion of combustion at a constant volume and within a given time, and means to adjust said actuating mechanism, while the engine is running, to increase or decrease the constant volume period.

3. I a fuel ignition engine, engine cylinders having air admission ports and exit ports, a compressor supercharging said air admission ports, opposed piston valves in said cylinders one of which controls an air admission port while the other controls an exit port, fuel injecting means, moans to actuate said piston valves to establish a constant volume period, and means to regulate the actuating means for the piston valves, while the engine is running, to increase or decrease the constant volume period.

4. In a fuel injection turbine, means to start and complete combustion at a. constant volume, and means to vary the period of constant volume while the turbine is running.

JOHN W. SMITH.