US2424723A

US2424723A - Internal-combustion engine

Info

Publication number: US2424723A
Application number: US628308A
Authority: US
Inventors: Carman C Tate
Original assignee: Phillips Petroleum Co
Current assignee: Phillips Petroleum Co
Priority date: 1945-11-13
Filing date: 1945-11-13
Publication date: 1947-07-29
Anticipated expiration: 1964-07-29

Description

July 29, 1947.

c. c. TATE INTERNAL-COMBUSTION ENGINE Filed NOV. 13, 1945 3 Sheets-Sheet l ml r INVENTOR (LC .TATE

July 29; 1947. TATE INTERNAL-COMBUSTION ENGINE Filed Nov. 13, 1945 3 Sheets-Sheet 2 2. IIIIIIII Nil u $26 i mm on w R E \v 3 8 an! .nnrn ll. 2. 0A xzfi d2 n 3 n m on r |L ll..

INVENTOR y 1947. c. c. TATE INTERNAL-COMBUSTION ENGINE Filed Nov. 13, 1945 3 Sheets-Sheet 3 MJkL-OEIP lnl'l'l-llnlllulllll'll ATTORNEYS Patented July 29, 1947 IN TERNAL-COMBUSTIQN ENGINE Carman C. Tate, Mexico City, Mexico, asslgnor to Phillips Petroleum Company, a corporation of Delaware Application November 13, 1945, Serial No. 628,308

11 Claims. l

This invention relates to internal combustion engines. In one aspect this invention relates to a method and apparatus for the injection of fuel mixtures into the combustion chamber of an internal combustion engine. In another aspect this invention relates to a new type of internal combustion engine.

Most conventional internal combustion engines depend upon suction or upon some mechanically operated injection means for supplying the fuel to the combustion chamber of the engine. In some internal combustion engines where the fuel is supplied to the combustion chamber by suction created by the movement of the piston within the cylinder of the engine, both fuel and air surge into the combustion chamber and are ignited. In other types of engines, such as the Diesel engine, air is introduced or drawn into the combustion chamber and compressed therein, and then the fuel is injected into the chamber under pressure by some mechanical means. In those types of injection systems where either compression or suction is used to introduce the fuel mixture into the engine, the fuel supply mechanism is relatively complicated. Also, the introduction of the fuel into the combustion chamber of the engine can only be made at a particular time in the combustion cycle of the engine since the introduction of either the fuel or the air depends upon the movement of the piston within the engine cylinder. Such limitations reduce the capacity and efilciency of the engine.

In the case of the ordinary carburetor used for mixing the fuel and air, which depends upon the suction of air into the combustion chamber by the downward stroke of the piston, too much fuel is brought into the chamber when the engine is operating at full capacity and too little fuel is brought into the chamber when the engine is operating at low capacity unless some accessory compensating means is provided. It is, therefore, much to be desired to provide a method and apparatus to inject a constant ratio of fuel and air into the combustion chamber regardless of the operating conditions of the engine and which does not depend upon accessory compensating devices to maintain a constant ratio of fuel and air. It is also well known that the various types of internal combustion engines are limited to certain fuels because of their construction and the character of the combustion mixture. It is therefore desirable to obtain an engine which can use a broad range of fuels without materially changing the fundamental characteristics of the engine itself by assuring complete vaporization and intimate mixing of fuel and air, either in the combustion chamber or prior to introduction into the combustion chamber.

It is an object of this invention to provide a new type of internal combustion engine capable of using a broader range of fuels and having a means for injecting fuel and air into the combustion chamber against atmospheric or higher pressures.

It is also an object of this invention to increase the accuracy in maintaining fuel and air ratios in the injection of fuel into an internal combustion engine.

It is another object of this invention to obtain substantially complete vaporization of fuel prior to injection into the combustion chamber of an internal combustion engine.

Still another object is to remove the necessity of using conventional carburetors and obtaining better performance with lower octane fuels by a simple form of injection of fuel into an internal combustion engine.

It is also an object to separately introduce fuel and air into a combustion chamber of an internal combustion engine.

It is still a further object to increase the combustion properties of various fuels by the new and novel arrangement for injection of fuel into a combustion chamber of an internal combustion engine.

Other objects of the invention are to accomplish these objects with a few moving parts, doing so over a wide range, and obtain optimum operation of internal combustion engines without detonation of the fuel during combustion.

Numerous other objects and advantages will be obvious to those skilled in the art from the accompanying specification, claims and drawings,

In the drawings:

Figure 1 is an elevational view with parts broken away diagrammatically illustrating one embodiment of the present invention to the injection of fuel into the combustion chamber of an internal combustion engine.

Figures 2 and 3 are elevational views with parts broken away showing diagrammatically a modified method and means similar to Figure 1 for the injection of fuel into the combustion chamber of an internal combustion engine. In Figure 2 fuel and air are injected together into the internal combustion engine while in Figure 3 fuel is introduced separately from the air.

In Figure 1 a fuel tank i is provided for the storage and supply of fuel for operating an internal combustion engine 26. A tank 8 is provide'd as a means for holding a constant level of liquid fuel and is connected by an open conduit II to a tank 9 which contains gases under superatmospheric pressure. Float I2, with transmission means I3, maintains a constant level in tank 8 by operating pump 6 which pumps fuel from fuel tank 4 through conduit 1. An injection means I1 is used to admix fuel and air and inject the resulting mixture into a surge tank 24. Needie valve I6 and valve I9, attached to a throttle 23 by transmission means 22, regulate the flow of fuel and gases from tanks 8 and 9. Numeral 2I indicates the flow of air into injection means Element 28 represents an internal combustion engine complete with a cylindrical piston 29, a connecting rod 3i, a crank arm 32, a crankshaft 33, a fuel inlet valve 36, and gas outlet valves 38 and H. Element 21 is a cylindrical combustion chamber within said internal combustion engine 28. Valve 36, operated by a cam 31, admits fuel and air into combustion chamber 21 of engine 28 through line 26. Valve 38, operated by a cam 39, permits the flow of a portion of the combustion product gases from chamber 21 into line 43 and thence to tank 9. Valve 4i, operated by a cam 42, allows the escape of exhaust gases from chamber 21 into line 41. Element 44 is a conventional pressure control valve which is controlled by the pressure maintained on tank 9 by transmission means 46. A spark plug 34 connected to a battery or magneto (not shown) provides the necessary ignition means for a fuel and air mixture in chamber 21 of engine 28.

Combustion engine 28 may comprise a series of cylinders or combustion chambers containing pistons and valves in each cylinder, and in such a case surge chamber 24 and conduit 26 are combined to form a manifold for the passage of a fuel mixture simultaneously to all cylinders of the engine.

The internal combustion engine itself may be constructed of cast iron, steel or appropriate alloys where wear and corrosion require. The tanks 8 and 9 and the accessory equipment can also be constructed of cast iron or steel and may be lined with corrosion resistant alloys if necessary- Figure 2 is similar to Figure 1 and consequently the description of the elements of Figure 2 will be brief. A. tank 54 is provided for the storage of fuel and" gases from an internal combustion ensine Bil. Element 6| is an injection means for the injection of fuel and air into cylindrical combustion chamber of an internal m u ti engine 88. Valves 51 and 58, with a transmission means I53 connected to a throttle 64, regulate the flow oi? fuel and ases through conduits 56 and 53, respectively, Internal combustion engine 69 is complete and. includes ylindrical piston H. arms 12 and I3 and crankshaft 14. Element 19 is a spark plug or other similar means connected to a battery or magneto (not shown) for i niting a fuel and air mixture in. chamber 8.8.

Element 61 s a val e f r admission of fu l and air into a combustion chamber 88, A valve BI is provided for the r l ase f c m us pr du t gases fr m the c mbus n chamber a d valve 8; permits the escape of exhaust gases from combustion chamber 68. Element 88 is a conventional pressure control valve with a transmission means 88 contr lled by th pressur in tank 4. .5 conduit HI is a means for admitting fuel to tank 54. when necessary- Injection means I1 and BI of both Figures l and 2 comprises a nozzle i5 and 60, respectively, in a hollow easing or cylinder through which cases expand. The hollow casing or cylinder of the injection means has a restricted area or throat 20 and. 65. respectively, into which the gases expand and this throat is open to the atmosphere at one end and to a conduit or container at the other end. The throat or restricted area has an inlet therein for the admission of uel into the gaseous stream flowing therethrough. Preferably, the fuel inlet is located in the throat of the injection means but the fuel inlet may be located in any position so long as the fuel is introduced into a gaseous stream. Obviously, many other types or construction of an injection means may be used without departing, from the scope of the invention.

Figure 3 represents a preferred embodiment of the present invention and is similar to Figures, 1 and 2 with certain modifications as will become apparent from the description of the apparatus and operation of the combustion process. Briefly, a tank IfII is provided for the storage of fuel and gases from an internal combustion engine I24. Valves I04 and IIlG regulate the flow of fuel and gases throuuli conduits I03 and H12, respectively. Element III] represents a vaporizer or preheatcr for fuel and cases from tank III! and in other respects resembles surge tank 24 of Figure 1. Vaporizer IID has an inner chamber containing baffles H3 surrounded by an outer jacket or shell III. Exhaust gases from combustion engine I24 flow into jacket III of vaporizer IIil through conduit I35 and are passed therefrom to r fuel tank IIlI through conduit I41.

Internal combustion engine I24 is complete and includes moveoble piston I28, arms I28 and I28 and crankshaft I30. Element I32 is a spark plug or other similar means connected to a battery or magneto (not shown) for igniting a combustionable fuel and air mixture in a combustion chamber I25 of internal combustion engine I24. Element H6 is a valve for admission of fuel into combustion chamber I25. Element H9 is a similar valve for the admission of air into combustion chamber I25. A valve I33 is provided for the release of combustion product gases from the combustion chamber I25 into conduit I35 and thence to fuel tank IOI. Element IMI is a conventional pressure control valve with a transmis sion means I46 for controlling the pressure in tank IIlI. A conduit I48 is provided for admitting fuel to tank IDI when necessary. A valve I36 is provided for exhausting combustion product gases from combustion chamber I25 at the apprcpriate time in the combustion cycle. Other elements of Figure 3, such as throttle I89 connected to how control valve I01 by transmission means Illii, cams III], I31, I2I, I34, and various conduits, are similar to the corresponding elements of Figures 1 and 2; consequently, further discussion of these elements is deemed unnecessary.

It is noted that in the construction of Figure 3 that the injection of the air and fuel into combustion chamber I25 is separate. and that the throttle is connected to a flow control valve III1 after admiring the gases and fuel from tank IIII and not before as in Figures 1 and 2.

Operation In Figure 1 liquid fuel from storage tank 4 passes to tank B by means of pump Ii and conduit 1. The fuel may comprise gasoline, kerosene, fuel oil or any type of fluid fuel capable of combustion in engine vi3. Float l2 controls pump 6 through transmission means l3 so that the liquid fuel level in tank 8 is maintained constant therein. Gases under superatmospheric pressure are in the space above the liquid level in tank 8. These gases come from tank 9 to tank 8 by open conduit I.

Combustion product gases, which are conveyed from engine 28, are confined in tank 9 and are held under a relatively high superatmospheric pressure and at a relatively high superatmospheric temperature therein. The pressure in tanks 8 and 9 may be about 100 to about 600 pounds per square inch gage, and the temperature of the gases may be about 300 to about 1000 F. or more. It is preferable to use superatmospheric temperatures and pressures within the ranges indicated, but lower or higher temperatures and pressures may be employed without departing from the scope of the invention. A reducing valve (not shown) may be included in line H to reduce the pressure of the gases flowing from tank 9 to tank 8, if desired. Tank 9 may also have a condensate outlet (no-t shown) in the bottom thereof to remove any condensed water which may collect therein.

Liquid fuel flows from tank 8 through line l4 and needle valve I6 into injection means H by means of the pressure exerted by the gases present above the liquid level in tank 8; simultaneously gases under superatmospheric pressures flow from tank 9 through line l8 and valve Hi to expand through nozzle l of injection means l'i. Other means may be used to aid in forcing fuel from tank 8 into injection means ii as well as by the pressure exerted by the gases in tank 8, such as by gravity or an auxiliary fuel pump, a conventional carburetor, etc. As the result of the increase in velocity of the gases caused by their expansion through nozzle l5 into the reduced area of the throat 28 of injection means I'l, air is drawn in from the open end of injection means H, as indicated by numeral 2|, and admixed with the gases from tank 9. The admixture of air and gases. which is at a superatmospheric temperature, contacts the liquid fuel flowing into the gas stream adjacent to throat 28 of injection means i1 through line I4 and either vaporizes or forms a fine spray or mist of the fuel. The resulting turbulent admixture of air, gases and fuel, by its own inertia and the pressure of the expanding gases, passes intosurge tank 24. The turbulent flow of air and fuel through injection means I! assures uniform mixing of the air and fuel prior to introduction into combustion chamber 21.

The fuel from tank 8 may be atomized when it is passed into injection means I! by using a nozzle or atomizer or the like (not shown) on line l4. The pressure of the gases in tank 8 forces the fuel through line l4 and needle valve i8 and any nozzle or atomizer attached to line |4.

The gaseous mixture in tank 24 is at a superatmospheric pressure but somewhat less than the pressure of gases in tank 9 or tank 8.

Throttle 23 regulates the quantity of fuel and gases flowing through lines l4 and I8, and in this way regulates the amount of the fuel mixture and the pressure in surge tank 24. Throttle 23 operates valves l6 and I9 by transmission means 22. Valves l6 and I9 are adjusted so that the appropriate ratio of fuel and air necessary to make a combustionable mixture are admixed in injection means I1.

Engine 28 is an internal combustion engine having a reciprocating piston 29 which rotates crankshaft 33 by means of arms 3| and 32.

3 conventional manner familiar in the operation of internal combustion engines. When valve 36 is open the fuel mixture, which is under superatmospheric pressure in surge tank 24, .passes through line 26 into combustion chamber 21. When piston 29 is in position for its downward stroke valve 36 is closed and the fuel mixture is ignited by spark plug 34 or other means. During the opening of valve 36 and during the downward stroke of piston 29 valves 4| and 38 remain closed. Upon ignition of the fuel mixture in chamber 21 the resulting gaseous mixture attains a high superatmospheric temperature and pressure and forces piston 29 downward rotating crankshaft 33 to expand the gases and do work. Thereabouts or shortly after piston 29 begins its downward stroke, the combustion of the fuel mixture is substantially completed and the pressure attained by the gaseous mixture as the result of the combustion in chamber 21 will be approximately at its maximum being between about 300 and about 600 pounds per square inch gage, depending upon the type of internal combustion engine being operated. Preferably, when the pressure of the gaseous mixture approaches the maximum in chamber 21 valve 38 is opened by cam 39 allowing part of the product gases to flow through line 43 and valve 44 into tank 9 and thence to tank 8. However, gases may be passed to tank 9 at any time during the downward stroke of piston 29, if desired. When piston 29 has started its downward stroke, and after a portion of the combustion product gases have passed through line 43 to tank 9, valve 38 is closed. Upon completion of the downward stroke of piston 29 valve 4| is opened by cam 43 so that the remaining gases can pass out of the cylinder or chamber 21 through line 41. This valve 4| remains open until the piston 29 has attained its former position at the top of its stroke, and then the previously discussed cycle is repeated.

Pressure control valve 44 by transmission means 46 regulates the pressure in tank 9 so that if the pressure in tank 9 exceeds a predetermined amount, valve 44 is closed and the gases which normally would pass through line 43 to tank 9 are expanded against piston 29.

It is within the scope of the present invention to locate gas outlet valve 38 in other positions than at the top of cylinder or combustion cham= ber 21 as shown. In this respect gas outlet valve 36 may be positioned at the lower end of combustion chamber 21 so that it is opened by the movement of the piston below the outlet valve itself. Thus, gases under pressure would be passed to tank 9 after the downward stroke of piston 29 rather than preceding the downward stroke. In some instances exhaust gas outlet valve 4| cam 42, and conduit 41 may be omitted entirely, and instead of the exhaust gases escaping through conduit 41, these gases would flow through gas valve 38 and conduit .43 directly to gas tank 9. A portion of the gases may be vented (not shown) to the air from tank 8,

if necessary, or directly vented (not shown) from conduit 43. If gases are passed to tank 9 after the downward stroke of piston 29, either through valve 30 as indicated or through a valve located elsewhere, the downward stroke of piston 29 is completed and the gas outlet valve is opened while a substantial superatmospheric pressure is still exerted by the expanding gases in chamber 21.

The above described combustion cycle is only one of many types which can be used in the present invention and, as will be noted, it is similar to a two-cycle combustion process. The present invention may be applied to a fourcycle combustion process where the fuel is injected in the first cycle, compressed in the second cycle, combusted in the third cycle and exhausted in the fourth cycle. Air may also be drawn into chamber 21 from another inlet (not shown) and compressed in chamber 21 prior to the injection of the fuel or fuel-air mixture therein. It will be apparent to those skilled in the art that the present invention is equally applicable to both Diesel and Otto-type internal combustion engines and the various modifications of the same. In case of the Diesel engine, spark plug 34 may be omitted since ignition of the fuel mixture will depend on the temperature and pressure in the engine cylinder or combustion chamber 21.

Figure 2 is a modified method and apparatus of the embodiment of Figure l and for this reason the operation of Figure 2 will be discussed only briefly. Fuel passes from tank 54 through line 56 and needle valve 51 to injection means 6 I The fuel may be sprayed or atomized into the gas stream adjacent to throat 65 of injection means 6I by a nozzle or atomizer (not shown) on line 56 as described in the operation of Figure 1. Combustion product gases pass from fuel tank 54 to nozzle 60 and injection means 6| by means of line 58 and valve 59. It should be noted that fuel tank 54 serves for both the storage of fuel and a container for the combustion product gases as well, thus eliminating the gas tank 9 of Figure 1.

Gases passing through restricted area 65 of injection means 6I draw in air as indicated by numeral 62 and cause a turbulent mixture of air, gases and fuel in injection means 6i. Since the gases are at a relatively high temperature the liquid fuel is preheated in tank 54 and as it enters the gas stream in injection means 6|, if the temperature is high enough, the fuel may be vaporized. In a similar manner as in Figure 1, when the piston II of engine 69 is at the top of its stroke valve 61 is opened by cam 16 and lever arm 11 so that the fuel-air mixture from injection means 6| passes into combustion zone 68 through conduit 66. Needle valve 51 and valve 59 are connected to valve 01 by transmission means I8 so that when valve 6'! is open valves 51 and 59 are also open and when valve It! is closed valves 51 and 59 are also closed. The amount of fuel flowing through line 56 and the amount of gases flowing through line 58 are regulated by means of throttle 64 and connecting means 63. In this manner when valve 61 is open the amount of a combustionable mixture of fuel and air injected into combustion chamber 68 can be controlled by throttle 64.

Valve 61 is closed and the fuel-air mixture is ignited by spark plug 19 or like means. At approximately the completion of the combustion of the fuel mixture the pressure in combustion gases exert their pressure against piston 'II. On

the upward stroke of piston II valve 83 is opened by means of cam 84 so that the expanded gases in chamber 68 are exhausted through line 81.

Pressure control valve 88, by connecting means 09, controls the pressure in fuel tank 54. Line 9i is available for the admission of fuel into tank 54, when necessary.

The fuel-air mixture in the embodiment of Fi ure 2 is injected directly into combustion chamber 68 eliminating the surge tank 24 of Figure 1.

As previously indicated, Figure 3 is a preferred embodiment of the present invention. Since the operation of Figure 3 is similar to the operation of Figures 1 and 2, it will be discussed only briefly with the various modifications pointed out in particular. Fuel passes from tank I M through conduit I 03 and needle valve I04 or like means to conduit I02. Gases from fuel tank I0l pass therefrom to conduit I02 and valve I06 or like means to vaporizer H0. Conduit I03 is inserted in or connected to conduit I02 in such manner that fuel from tank IOI flows into conduit I02. The quantity of fuel and gases which admix at the juncture of conduits I03 and I02 is regulated partially by setting valves I04 and I06 and partially by the aspiration efiect of gases flowing through conduit I02 past the juncture of conduit I03 therewith. The fuel may be sprayed or atomized into the gas siream of conduit I02 by a nozzle or atomizer (not shown) attached to conduit I03 at the juncture of the conduits I02 and I03. The intimate mixture of gases and fuel, either partially or wholly vapor, usually in a fine spray, is passed to vaporizer IIO. In vaporizer IIO the mixture of fuel and gas is heated and any liquid fuel is vaporized. Baiiles I I3 direct the flow of the mixture through vaporizer I I0 for sufficient time t assure heating of the mixture. Some liquid still may remain with the gases in the form of a spray, but in most cases the liquid fuel will be entirely vaporized. Th mixture from vaporizer I I0 passes therefrom through line H4 and valve II6 into combustion chamber I25. Valve I I6 is operated as previously discussed in Figures 1 and 2 by cam I I8. Air in the appropriate quantity is passed into combustion chamber I25 through valve II9 which is operated by cam I20. It is'to be noted that the air and the fuel is injected into combustion chamber I25 separately and that the fuel mixture is preheated in vaporizer I I0.

When piston I26 of combustion engine I24 is at the bottom of its downward stroke, valve H6 is opened by cam II8 so that the fuel mixture from vaporizer IIO passes into combustion chamber I25 through conduit H4. The amount of fuel injected is regulated by control valve I0'I which is connected to throttle I09 by transmission means I08. Air through valve H9 is admitted to the chamber I25 previous to the admission of fuel through valve H6, 1. e., drawn in by the downstroke of piston I26. The amount of air admitted to chamber I25 is regulated by a damper or other means not shown on an air intake conduit I23. Piston I26 starts on its upward stroke and all the valves are generally closed leading to or from combustion chamber I 25; however, in some instances valve II 6 may remain open during the upward stroke and fuel is continuously introduced. When piston I26 has reached substantially the top of its upward stroke the combustible mixture of air, fuel and gases in combustion chamber I25 are ignited by spark plug I32 or like means, As previously discussed, when maximum pressure is reached in chamber I25, valve I33 is open and a portion of the gases in combustion chamber I25 pass into conduit I35. Valve- I33 is operated by cam I34 in a similar manner-as the corresponding valves 36 and 8I of Figures 1 and 2, respectively. These combustion product gases pass through conduit I35 through the outer jacket III of vaporizer III). From vaporizer III! the gases pass through conduit I" to fuel tank IllI. Pressure is maintained in fuel tank IIlI by pressure control valve-I40 and transmission means I45 as previouslyudiscussed in connection with valves 44 and 88 of Figures 1 and 2, respectively.

After a portion of the gases from combustion chamber I25 have passed therefrom, valve I33 is closed and the remaining pressure of gases in chamber I25 is exerted against piston I26 forcing it downward to rotate crankshaft I30 by means of rods I28 and I29. At the lower end of the downward stroke of piston I26 valve I36 is opened at the appropriate time by cam I31 and remains open during the subse'quent upward stroke of piston I26 which forces exhaust gases from combustion chamber I25 through conduit I38. After piston I26 has again'reached the top of' its upward stroke valve I36 is closed by cam I 31 and air inlet valve H3 is opened. Onthe downward stroke of piston I26 air is drawn into combustion chamber I25 through valve I I9 which remains open and is operated by cam I2I. After the piston is at the bottom of its downward stroke, having drawn air into combustion chamber I25, valve I I8 is closed and the four-cycle combustion process previously described is repeated.

In the embodiment of Figure 2, in casethe fuel in tank 54 is a finely divided solid, such as charcoal, it will be forced through line 56 into injection means GI and will be blown into chamber 68. I

Instead of valve 38 and cam 39 of Figure 1 and valve 8| and cam 82 of Figure 2, and valve I33 and cam I34 of Figure 3, conventional check valves allowing the fiow of gases only in the direction of tank 9 or 54 or NH may be substituted in the place of the valves shown. Valve 44 of Figure 1 and valve 88 of Figure 2 and valve I48 of Figure 3 may also be omitted and in such case the check valve substituted for the valves shown in Figures 1, 2 and 3 may have a pressure release control thereon, such as a spring loaded check valve, to allow the gases to pass from the combustion chamber when the gases therein reach a certain pressure. Such a check valve prevents the flow of the gases from the storage tank back to the combustion chamber when the pressure therein is low.

By the use of valves in the fuel line and exhaust' gas line leading to the injection means of Figures '1 and 2, the ratio of fuel to air may be accurately controlled at all capacities of the engine which is a distinct advantage over the normal method of mixing fuel and air by carburetors. Also, since the gases from the engine are passed to the.,;.gas tank when the pressure in the combustion chamber is highest, the tendencyjfor detonation or knocking of the fuel is 10 minimized. The temperature of the combustion product gases is relatively high and consequently this heat may be utilized to preheat both the fuel and the air or fuel alone as in Figure 3 prior to its introduction into the combustion chamber of the internal combustion engine resulting in an increase in the efficiency of the engine. This preheating the fuel aids in the vaporization of many fuels which could not normally be vaporized by those methods of carburetion used in the prior art. Furthermore, since the exhaust gases contain water as a by-product of combustion, the fuel-air mixture resulting from the application of this invention will contain some water. Thi water in the fuel-air mixture is a distinct advantage as is Well known in the art since it improves the progressive burning characteristics of the fuel in the combustion chamber of an internal combustion engine. Anotheradvantage to the present injection method is that the injection may be made against relatively high pressures permitting the injection to be made over a broad range of time during the combustion cycle and under conditions of superatmospheric pressure in the combustion chamber. Thus, injection of fuel or fuel and air may be made even during the compression stroke of the combustion cycle. The process of injection is also conveniently carried out without the use of various moving parts as is common in most injection systems, especially in the'case of the embodiment of Figure 3.

It is to be noted that the combustion process described with regard to Figures 1 and. 2 are twocycle processes while the process described with regard to Figure 3 is a four-cycle process. Either a two or four-cycle process may be used with the embodiment of the invention represented by any of the figures, and, consequently, the invention is not limited to the particular type of combustion cycle.

Having described preferred forms of the present invention and having pointed out the principal considerations to be observed in construction and operation of equivalent systems, it is obvious that various other changes and applications can be made without departing from the scope of this invention, which is defined only by the following claims.

I claim:

1. An internal combustion engine which comprises in combination ,a cylindrical combustion chamber having a piston therein capable of reciprocating in said combustion chamber, said piston attached to a crankshaft in such a manner that the reciprocating movement of said piston rotates said crankshaft, an inlet valve positioned in the upper portion' of said combustion chamber to admit a combustionable mixture into said combustion chamber, two gas outlet valves positioned inthe upper portion of said combustion chamber, means for opening and closing said inlet and outlet valves relative to the position of said piston in said combustion. chamber, means for igniting a combustionable mixture in said combustion chamber, a fuel tank, a gas tank, an open conduit communicating between said fuel tank and said gas tank, a conduit communicating between said gas tank and one of said gas outlet valves, an injection means having a hollow cylindrical casing and a nozzle projecting into a restricted area in said casing of said injection means, said restricted area having. a fuel inlet adjacent thereto and an opening to the atmosphere at one end thereof,

a conduit communicating between said gas tank and said nozzle of said injection means having a valve therein for the control of the flow of gas therethrough, a conduit communicating between said fuel tank and said fuel inlet adjacent to said restricted area of said injection means having a valve therein for the control of the flow of fluid therethrough, a surge tank, a conduit communicatin between said injection means and said surge tank, and a conduit communicating between said surge tank and said inlet valve of said combustion chamber.

2. An internal combustion engine which comprises in combination a cylindrical combustion chamber having a piston therein capable of reciprocating in said combustion chamber, said piston attached to a crankshaft in such a manner that the reciprocating movement of said piston rotates said crankshaft, an inlet valve positioned in the upper portion of said combustion chamber to admit a combustionable mixture into said combustion chamber, two gas outlet valves positioned in the upper portion of said combustion chamber, means for opening and closing said inlet and outlet valves relative to the position of said piston in said combustion chamber, a fuel tank, a gas tank, an open conduit communicating between said fuel tank and said gas tank, a conduit communicating between said gas tank and one of said gas outlet valves, an injection means having a fuel inlet, a gas inlet, and an opening to the atmosphere, a conduit communicating between said gas tank and said gas inlet of said injection means having a valve therein for the control of the flow of gas therethrough, a conduit communicating between said fuel tank and said fuel inlet of said injection means having a valve: therein for the control of th flow of fluid thereth'rough, a surge tank, a conduit communicating between said injection means and said surge tank, and a conduit communicating between said surge tank and said inlet valve of said combustion chamber.

3. An internal combustion engine which comprises in combination a combustion chamber having a piston therein capable of reciprocating in said combustion chamber, said piston attached to a crankshaft in such a manner that the reciprocating movement of said piston rotates said crankshaft, two inlet valves positioned in the upper portion of said combustion chamber, one inlet valve to admit a fuel mixture into said combustion chamber, the other inlet valve to admit air into said combustion chamber, two gas outlet valves positioned in the upper portion, of said combustion chamber, means for opening and closing said inlet valves and outlet valves relativ to the position of said piston in said combustion chamber, a fuel tank, a first conduit communicating between said fuel tank and one of said gas outlet valves, 9, second conduit communicating between the upper portion of said fuel tank and said fuel inlet valve of said combustion chamber having a valve therein for the control of the flow of gas therethrough, a third conduit communicating between the lower portion of said fuel tank and the aforesaid second conduit upstream from said valve in said second conduit forming a juncture therewith, and means for exchanging heat between said first conduit and a portion of said second conduit downstream from said juncture of said third conduit therewith.

4. An internal combustion engine which comprises in combination a combustion chamber having a piston therein capable of reciprocating in said combustion chamber, an, inlet valve in said combustion chamber to admit a fuel mixture into said chamber, two gas outlet valves in said combustion chamber, means for opening and closing said inlet and outlet valves relative to the position of said piston in said combustion chamber, a fuel tank, a conduit communicating between said fuel tank and one of said gas outlet valves, and a branched conduit communicating between said fuel tank and said inlet valve, one branch connected to the upper portion of said fuel tank and the other branch connected to the lower portion of said fuel tank.

5. An internal combustion engine which comprises in combination a cylindrical combustion chamber having a piston therein capable to reciprocating in said combustion chamber, said piston attached to a crankshaft in such a manner that the reciprocating movement of said piston rotates said crankshaft, an inlet valve positioned in the upper portion of said combustion chamber to admit a combustionable mixture into said combustion chamber, two gas outlet valves positioned in the upper portion of said combustion chamber, means for opening and closing said inlet and outlet valves relative to the position of said piston in said combustion chamber, a fuel tank, a conduit communicating between said tank and one of said gas outlet valves, an injection means having a nozzle projecting into a restricted area in said injection means, said restricted area having an opening to the atmosphere, a conduit communicating between the upper portion of said tank and said nozzle of said injection means having a valve therein for the control of the flow of gas therethrough, a conduit communicating between the lower portion of said tank and said injection means having a valve therein for the control of the flow of fluid therethrough, a surge tank, a conduit communicating between said injection means and said surge tank, and a conduit communicating between said surge tank and said inlet valve of said combustion chamber.

6. An internal combustion engine which comprises in combination a combustion chamber having a piston therein capable of reciprocating in said combustion chamber, an inlet valve positioned in the upper portion of said combustion chamber to admit a combustionable mixture: into said combustion chamber, two gas outlet valves 50 positioned in the upper portion of said combustion chamber, means for opening and closing said inlet and outlet valves relative to the position of said piston in said combustion chamber, a fuel tank, a conduit communicating between said tank 55 and one of said gas outlet valves, an injection means having a hollow casing, a fuel inlet therein and a nozzle projecting into a restricted area in said casing of said injection means, said restricted area having an opening to the atmos- 60 phere, a conduit communicating between said tank and said nozzle of said injection means having a valve therein for the control of the flow of gas therethrough, a conduit communicating between said tank and said fuel inlet of said injection means having a valve therein for the control of the flow of fluid therethrough, and a conduit communicating between said injection means and said inlet valve of said combustion chamber.

'7. An internal combustion engine which com- 70 prises in combination a combustion chamber having a piston therein capable of reciprocating in said combustion chamber, an inlet valve in said combustion chamber, two gas outlet valves in said combustion chamber, means for opening and clos- (5 ing said inlet and outlet valves relative to the position of said piston in said combustion chamber, a fuel tank, a conduit communicating between said fuel tank and one of said gas outlet valves, an injection means, a conduit communicating between the upper portion of said fuel tank and said injection means, another conduit communicating between the lower portion of said fuel tank and said injection means, and a conduit communicating between said injection means and said inlet valve of said combustion chamber.

8. In an internal combustion engine comprising in combination a cylindrical combustion chamber having a moveable piston therein which can reciprocate in said combustion chamber, said piston attached to a crankshaft in such a manner that the reciprocating movement of said piston rotates said crankshaft to perform work, a fuel inlet valve and a gas outlet valve positioned in the upper portion of said combustion chamber, means for opening and closing said inlet and outlet valves relative to the position of said piston in said combustion chamber, means for igniting a combustionable mixture introduced into said combustion chamber, and a fuel tank, the improvement which comprises a second gas outlet valve in said upper portion of said combustion chamber, means for operating said valve relative to the position of said piston in said combustion chamber, a gas tank, a conduit communicating between said second gas outlet valve and said gas tank, a conduit communicating between the upper portion of said fuel tank and said gas tank, an injection means having a hollow cylindrical casing and a nozzle projecting into a restricted area in said casing of said injection means, said restricted area of said injection means having a fuel inlet adjacent thereto and an opening to the atmosphere at one end thereof, a conduit communicating between said gas tank and said nozzle of said injection means having a valve therein for the control of the flow of gas therethrough, a conduit communicating between the lower portion of said fuel tank and said fuel inlet adjacent to said restricted area of said injection means having a valve therein for the control of the flow of fluid therethrough, and a conduit between said injection means and said fuel inlet valve through which a fuel-air mixture is conveyed to said combustion chamber by the expansion of gases in said injection means.

9. In an internal combustion engine comprising in combination a cylindrical combustion chamber having a moveable piston therein which can reciprocate in said combustion chamber, said piston attached to a crankshaft in such a manner that the reciprocating movement of said piston rotates said crankshaft, a fuel inlet valve and a gas outlet valve positioned in the upper portion of said combustion chamber, means for opening and closing said inlet and outlet valves relative to the position of said piston in said combustion chamber, and a fuel tank, the improvement which comprises a second gas outlet valve in said combustion chamber, a conduit communicating between said second gas outlet valve and said fuel tank, an injection means having a fuel inlet, a gas inlet, and an opening to the atmosphere, a conduit communicating between the upper portion of said fuel tank and said gas inlet of said injection means, another conduit communicating between the lower portion of said fuel tank and said fuel inlet of said injection means, and a conduit between said injection means and said fuel inlet valve through which a fuel-air mixture is conveyed to said combustion chamber by the expansion of gases in said injection means.

10. In an internal combustion engine comprising in combination a combustion chamber having a moveable piston therein which can reciprocate in said combustion chamber, a, fuel inlet valve and a gas outlet valve in said combustion chamber, means for opening and closing said inlet and outlet valves relative to the position of said piston in said combustion chamber,

and a fuel tank, the improvement which comprises a gas tank, a conduit communicating between said gas outlet valve and said gas tank for the flow of gases from said combustion chamber g0 thereto, a conduit communicating between said gas tank and said fuel tank, an injection means having a fuel inlet, a gas inlet and an open communication means to the atmosphere therein, a conduit communicating between said fuel tank and said fuel inlet of said injection means, a conduit communicating between said gas tank and said gas inlet of said injection means, and said injection means attached to said inlet valve of said combustion chamber so that a fuel and air mixture is injected therein by the expansion of gases from said gas tank in said injection means.

11. In an internal combustion engine comprising in combination a combustion chamber having a moveable piston therein which can reciprocate in said combustion chamber, an inlet valve and an outlet valve in said combustion chamber,

means for opening and closing said inlet andv outlet valves relative to the position of said piston in said combustion chamber, and a fuel tank, the improvement which comprises a first conduit communicating between said outlet valve and said fuel tank for the flow of gases from said combustion chamber thereto, a second conduit communicating between the upper portion of said fuel tank and said inlet valve in said combustion chamber, a third conduit communicating between the lower portion of said fuel-tank and said second conduit to form a juncture therewith, and means for controlling the flow of fluid through said second conduit positioned downstream from said juncture between said second and third conduits.

CARMAN C. TATE.

REFERENCES CITED The following references are of record in the file of this patent:

30 UNITED STATES PATENTS Number Name Date 1,377,535 White May 10, 1921 1,371,397 Ricardo Mar. 15, 1921 1,413,213 Badger Apr. 18, 1922 2,134,786 Haring Nov. 1, 1938 1,099,445 Jurbert June '9, 1914 1,138,581 Shumaker May 4, 1915 1,30%,550 Edison May 27, 1919