US2646026A

US2646026A - Thermal motor with injection cylinder

Info

Publication number: US2646026A
Application number: US765186A
Authority: US
Inventors: Jalbert Jean Henry
Original assignee: Individual
Current assignee: Individual
Priority date: 1943-11-22
Filing date: 1947-07-31
Publication date: 1953-07-21
Anticipated expiration: 1970-07-21

Description

July 21, 1953` J. H.' JALBERT y 2,646,026

THERMAL MOTOR WITH INJECTION' CYLINDR Filed July 31, 1947 2 Sheets-Sheet 1 BY 'fwm, r 2,1%

ATTORNEYS July 2l, 1953 J. H.' JALBERT THERMAL MOTOR WITH INJECTION CYLINDER 2 ASheens-Sheec. 2

Filed July A31, 1947 i 4 INVENTOR CQa/i [f6/ily @fa/wfg? BY u ATTORNEY Patented July 2l, `19.53

THERMAL MOTOR WITH INJECTION CYLINDER Jean Henry J albert, Paris, France Application July 31, 1947, Serial No. 765,186 In France November 22, 1943 Section 1, Public Law 690, August 8, 1946 Patent expires November 22, 1963 2 Claims.

This invention relates to a heat engine.

According to known practice, the air kin the combustion chamber maintains a constant quantity, irrespective of variation fromthe normal in the conditions under which the engine works.

For this reason, the relative proportions of fuel and air are variable, the engine working therefore according to the diesel cycle, in which ignition is initiated by the heat of the compressed air at the precise moment that the fuel is injected, such injection taking place at a point of the cycle close to the dead center position of the piston.

The invention ofthis application relates to a means for overcoming the disadvantage just recited by keeping a constant ratio Yof air to fuel, irrespective of changes in the engine load. Such operation maintains the highest efficiency for the engine at variousspeeds and loads.

An improved heat engine for carrying out theL above mentioned Object is characterized by the features disclosed in the following description and more particularly kin the claims appended at the end of this description. y

A heat engine according to thenvention is shown by way of example in the'appended drawings inY which:

Figure 1 shows the engine according to the invention in a cross-sectional view through the axis of the injector cylinder.

j Figure 2 shows the heat engine of Figure 1 in a cross-sectional view through the axes of the inlet and exhaustfvalves.

Figure' is an elevational sectional view of the carburetor of the heat engine according to Figures 1 and 2.

Figure 4 is a horizontal sectional view of the carburetor of Figure 3 through 'the line lV-IV of said figure.

For supplying fuel to the heat engine, a rich mist is formed. This mist is caused to expand suddenly in a partial vacuum so that it will partially vaporize. Immediately after this expansion, the mist is-compressed with the vaporized fuel and this compressed mixture of mist andl vaporized fuelis delivered into the compressed air of the working cylinder, the pressure of which is lower than that Of the mixture.

During this latter operation, according to the manner in which the invention is carried out, the quantityof air-fuel mist is varied according to the-.loadfofthe engine by maintaining the proportion of air and fuel constant and the quantity of air contained in the working cylinder is varied in the same proportions in order that the nal mixture contained in the cylinder is in a constant proportion to the weight of the fuel whatever the load of the engine may be. This produces eiicient engine operation at all speeds.

The regulation of the quantity of mist and air can be effected in the following manners:

(a) The weight of the air-fuel mixture to be introduced into the working cylinder is regulated automatically by the vacuum existing in the suction pipe for theadmission of pure air into the working cylinder.

(b) The weight of the pure air admitted into the'working cylinder is regulated automatically through the vacuum existing in the suction pipe for the admission of the air-fuel mist.

The injection of the mixture into the working cylinder is effected advantageously just at the moment when the working piston reaches its lower dead center, so that the mixture is mixed intimately with the compressed air contained in theworking cylinder before the explosion is produced. I

vThis method is more particularly applicable to engines in which the ignition is produced by an electric method and in which volatile fuels are used. The ignition point is localized in a small part of the working cylinder and it is advisable to promote the propagation of the explosion by alll means. This propagation is obtained by promoting the mixing of air and fuel the mixture of which mustbe very homogeneous and by taking care that the proportions of air and fuel are maintained between certain limits.

The heat engine used for carrying out the above described method is made in the following manner (Figure 1):

The working piston 2 moves in the working cylinder I and drives the driving shaft 4 through the connecting rod 3. `The cylinder head 5 carries the injector cylinder 6 in which moves the injecting piston 1 actuated by the connecting rod 8. This rod 8 is pivotally secured to the shaft 9 which rotates with half the speed of the driving 3 which is secured by the nut It screwed onto the cylinder head of the engine. The injecting device carries an automatic valve I5 with a seat l5 and a return spring 55. The opening of the valve I5 puts the injector cylinder 6 in communication with the working cylinder i through the passages IS. The cylinder head carries an ignition plug I'I projecting into the upper part of the working cylinder I.

The shaft 9 controls the inlet and exhaus valves and 2l, respectively, ofthe working cylinder I through the cams iS and I9 respectively (Figure 2).

The inlet valve 2B is in communication with anl intake manifold 23 for the admission civ pure air into the working cylinder. for controlling the admission of pure air is located in the manifold and comprises a naprotating about an axis. This flap closes the intake manifold 23 for controlling the admission of pure air more or less according to its angular position; The injection ofthe' air-fuel mixture produced'by' the carburetor Il and drawn in bythe injector cylinder 5 takes place in the working cylinder I at the end ci the admission stroke or at the beginning of the compression stroke of the working piston 7:.

The engine works as follows:

At the end of the injection stroke the injecting piston 'i' is in the position of its lower dead center, the shafts and 9. being set accordingly. During its upward stroke, the injecting piston 'I produces in the injector cylinder t a relative vacuum which induces a suction of the air-fuel mist when the port iii is uncovered.- inf the position of the pistons upper. dead center. The quantity of air-fuel mist isv determined by the carburetor il: adjusted as a function of the weight of pure air drawn in by the working cylinder i through the poppetY valve-.2Q under control of the throttle valve rThe Quantity of pure air is regulated bymeans oitheY throttle valve llcontrolledby the small lever 25'.

When thev working cylinder iV is filled with pure air which is then compressed, the injecting .piston delivers-theY air-fuel mixture into the working cylinder ii.

The carburetorgii which forms the' air-fuel mistis shown in Figures l, 3 and 4 VThe fuel supplied through the piped?1 enters the body Si whichis provided with a float 32 and a needle valve `(Figure 3). Y

The main sprayingv nozzle which iszin directI communication with the body 3.1i' delivers-the fuel intorthe diifusor 36zwhere it is mixed with air (Figure l), through the body 3ft-in a quantity which varies according tothe opening of the said body.

The carburetor I! can also comprise an auxiliary nozzle di! working when the body sl is closed and the engine throttled down. This auxiliary nozzle di; receives the fuel through the pipe 4I opening on the down side of the main nozzle 35.

An opening C53 provided in the body permits, through its relative position to an opening it in the body of the carburetor I I, the leaning of the mixture when the engine runs at intermediary speeds if the said mixture, formed by an overcompensated carburetor, is too rich.

In order to maintain the proportion of the quantities of fuel to the air contained in the final mixtures constant, whatever the loadV of the engine may be, the adjustments of the body 3l of the carburetor EI a-nd of the lever 25 of the throttle valve in the manifold 23 for the ad- A throttle valve fifi' The sok formed mist is drawn in- 4 mission of pure air are rendered dependent up one another.

For this purpose (Figure l) the manifold 23 for the admission of pure air carries a throttle valve 5@ regulating the weight of the drawn-in air. The position of this throttle valve 53 is adjusted by means of the lever 25. The manifold 23 for the admission of pure air carries a boss 5Ion which a pipe 52 is ntted and by which the Vacuum existing in the intake manifold 23 is transmittedto the Vacuum responsive device 53. This Vacuum is a function of the position of the air throttle valve 5B. The vacuum responsive device 53 which is balanced by the spring 55 is deformed more ory less according to the vacuum'tra'nsmitted to the said device. The movements of the vacuum responsive device 53 are transmitted -to the pinion 56 by the rack 55 which is connected to said device, and this motion causes therotation of the body 31 of the carburetor H, thus regulating the weight of the air-fuel mist.

The foregoing embodiment permits the regulation of the position ofthe body 3l of the carburetor as a function of the vacuum prevailing in the intake manifold 231 The charge of combustible mist introduced into the injector cylinder is at every moment proportional to the quantity of air of combustion introduced into the' motor cylinder I.

In this manner, the uniformity of the weight of air, on the onehan'd; and the uniformity of the weight ofthe air-fuel mist, on the other hand, are insured through' a suitable adjustment of the vacuum responsive device and of the spring 'i opposing the displacement of the said device.

I claim:

l; In a thermal motor, a motor cylinder, ignition means, a motor piston working in the cylinde-r, a rnctor'shait, afconnect-ing rod joining the piston to the shaft, an injection cylinder,

` means' for affording communication between the injection cylinder and thev motor cylinder, an injection piston working-inthe injection cylinder anddriven'by the'motor'sha'ft, a pipe for admitting pure air to themotor cylinder, a` quantitativeA controlvalve arranged in the air pipe, manual' control means Yfor said'valve, a deformable member responsive to pressure and communicating with theV air' admission pipe, a carburetor, ay pipe for the'gas-air mixture connecting said carburetor to the injection cylinder, quantitative' control means arrangedy in the gasair pipe and controlledby said deformable member, the injection pistonI injecting into the pureY air drawn into the motor cylinder, at the end of theinta'ke stroke; and'at the beginning of the compression stroke of the motor piston, the gas air mixture formed in' the' carburetor, in order toproduce inthemotorcylinder a homogeneous mixture capable of electrical ignition bysaid'ignition "means, f

2. In' a 'thermal motor, a motor cylinder, ignition means, a motor' piston working in said cylinder, a motor shaft, a connecting rod joining the motor piston to themotor shaft, an injection cylinder, means for affording communicationl between the injection cylinder and the motor cylinder,i aninjection piston working in the injectioncylinder and driven4 by the motor shaft, apipe foradmitting pure 'arj to the motor cylinder, a quantitativeco'ntrol valve 'arranged in theV a'irpip'e, manual control' meansfor: said Lvalve, al vacuiimfresponsive-device located alongthe pipe for admission of pure air to the motor cylresponsive device, a rack integral with said vacuum responsive device, a pinion engaging with said rack, a carburetor, a pipe for the gas-air mixture connecting said carburetor to the injection cylinder, a regulatory hollow body mounted in the pipe for the gas-air mixture and rmlyvfastened on the pinion shaft, the injection piston injecting into the pure air drawn into the motor cylinder, at the end of the intake stroke, and at the beginning of the compression stroke of the motor piston, the gas-air mixture formed in the carburetor, in order to produce in the motor cylinder a homogeneous mixture capable of electrical ignition by said ignition means.

JEAN HENRY J ALBERT.

References Cited in the file of this patent UNITED STATES PATENTS Number Number Name Date Brazelle Apr. 2, 1912 Maedler Aug. 31, 1926 Vorhauer Mar. 13, 1928 Spencer June 30, '1931 Gernandt Jan, 1, 1935 Bachle Mar. 3, 1936 Weber et al. Dec. 12, 1939 Weber et al. Feb. 13, 1940 Summers Feb. 10, 1948 Lozivit Nov. 9, 1948 FOREIGN PATENTS Country Date Great Britain Apr. 29, 1946