US2379190A

US2379190A - Fuel-injection engine

Info

Publication number: US2379190A
Application number: US478707A
Authority: US
Inventors: Sanders Arthur Freeman
Original assignee: Individual
Current assignee: Individual
Priority date: 1942-03-13
Filing date: 1943-03-10
Publication date: 1945-06-26
Anticipated expiration: 1962-06-26

Description

June 26, 1945. A. F. SANDERS FUEL-INJECTION ENGINE Filed March 10, 1943 Patented June 26, 1945 Application March 10, 1943, Serial No. 478,707

In Great Britain March 13, 1942 (Cl. 12S-32) 2 Claims.

' opening to occur, and my main object is to prevent this from happening in a very simple manner.

According to the invention the said opening is substantially wedge-shaped in section, leaving the greatest mass of metal at the side of the said opening nearest the cylinder axis, whilst at the opposite side of the opening the adjacent edge of the injection cavity joins the face of the cylinder head.

Various forms of combustion chamber according to the invention are shown on the accompanying sheet of diagrammatic drawings, in which Figures 1 to 4 are fragmentary sectional elevational views of different arrangements, Figure 5 being a plan view of the piston of Figure 4, whilst Figure 6 is a fragmentary sectional elevation of another arrangement, Figure 7 being an underside plan of the plug of Figure 6 looking along the line VII-VII thereof. Like reference characters are applied as far as possible to the same elements throughout the various figures.

The construction shown in Figure 1 is one in which fuel is injectedthrough an injector I I into an injection cavity I2 of almost full-spherical shape, the cavity being formed in a plug I3 mounted in the cylinder head I4. The piston I5 working in the cylinder bore- I6 has a minimum of mechanical clearance from the cylinder head at the top-dead-centre position shown. The cavity I2 communicates with the cylinder bore through the wedge-shaped opening I1, the cavity as a whole being placed to one side of the centre line of the plug, i. e., being machined on a centre line which is offset from the centre line of the plug. This leaves a greater mass of metal at the edge I8 than elsewhere round the opening I1 and in this way the conduction of heat from this edge, which is nearer the cylinder axis than any other part of the opening, is increased, whereby burning of this edge, clue to contact with the naming gases passing out of the cavity I2, is prevented.

In the modification of Figure 2 the cavity I2 is placed centrally with respect to the plug I3, but the latter is tilted slightly (as is also the plug I3 of Figure l) and the cavity communicates with the cylinder bore through a similar wedge-shaped opening IIhaving more metal at the edge I8 nearest the cylinder axis than elsewhere. In this modification there is also a reception cavity |29, in the upper part of the plug I3, which communicates with the injection cavity by a narrow, sharp-edged opening 20.

The construction of Figure 3 diifers from that of Figure 2 mainly in that the reception cavity I9 and the communicating opening 20 are differently shaped, as shown.

In the construction of Figure 4, where there is but a single cavity, namely, an injection cavity I2, in the cylinder head, this cavity communieating with the cylinder bore by a wedge-shaped opening I'I as before, there is a reception cavity 2| formed in the piston crown. This reception cavity is spaced laterally at the top-dead-centre position of the piston from the adjacent edge I8 of the opening I1. It may be of arcuate shape, as actually shown by Figure 5, or it may be straight, or of circular or other shape. For preference it is between 0.3 and 0.5 of the total clearance volume. On the side remote from the injection cavity I2 it is formed with an overhanging lip 22 whereby to interfere as little as possible with the squished air being delivered across the piston face into the injection cavity l2 during the in-stroke. On the out-stroke, however, the lip 22 catches the flaming gases being delivered from the injection cavity and causes intense turbulence to take place in the reception cavity 2 I.

The construction of Figures 6 and 7 is substantially the same as that of Figure 2, except that the opening I1 in this case is D-shaped in `axial view, as shown most clearly in Figure 7. 'Ihe opening is still substantially wedge-shaped in section, it will be observed.

What I claim as my invention and desire to secure by Letters Patent of the United States is:

l. A fuel-injection engine having a cylinder, a cylinder head, and a fuel injector adapted to inject fuel into a vcompact' cavity in the cylinder head, said cavity being disposed towards one side of the cylinder bore and directly communicating therewith through a sharp-edged opening, said opening being substantially Wedge-shaped in section leaving the greatest mass of metal at the side of the said opening -which is nearest the cylinder axis whilst at the opposite side of the opening the said cavity joins the face of the cylinder head. 2. A fuel-injection engine having a cylinder, a cylinder head having a compact cavity therein,

, a fuel injector adapted to inject fuel into said cavity, the latter being disposed towards one side of the cylinder bore and directly communicating therewith through a sharp-edged opening, said opening being substantially wedge-shaped in section leaving the greatest mass of metal at the side of the said vopening which is nearest the cylinder 10 axis whilst at the opposite side of the opening the said cavity joins the face of the cylinder head,

and a piston adapted to reciprocate in the cylinder, said piston having a cavity, in its face adjacent the cylinder head, which is spaced laterally from said opening, said second-mentioned cavity having an overhanging lip on the side remote from said rst-mentioned cavity so as to reduce interference with the nal air ow into the cavity rst mentioned.

ARTHUR FREEMAN SANDERS.