US2976861A

US2976861A - Fuel injection engine

Info

Publication number: US2976861A
Application number: US707729A
Authority: US
Inventors: Stanley M Udale
Original assignee: Individual
Current assignee: Individual
Priority date: 1958-01-08
Filing date: 1958-01-08
Publication date: 1961-03-28
Anticipated expiration: 1978-03-28

Description

March 28, 1961 s. M. UDALE FUEL INJECTION ENGINE Filed Jan. 8, 1958 FIG 2 INV EN TOR.

FIG3

United States Patent G FUEL INJECTION ENGINE Stanley M. Udale, 893 Lothrop Ave., Detroit 2, Mich.

Filed Jan. 8, 1958, Ser. No. 707,729

3 Claims. (Cl. 123-53) The object of this invention is to build an internal combustion two-cylinder two-cycle engine adapted to fit the Texaco fuel injection cycle in which a stream of fuel is injected into a rotating mass of air, against an ordinary spark plug suitably located.

Fuel ratios much below 1 to 20 are thus made possible and full compression is maintained at road loads so that 35% more miles per gallon is obtained.

In the drawings:

Figure 1 shows diagrammatically the proposed engine;

Figure 2 shows a plan view taken on the plane 22 of Figure 1;

Figure 3 shows the Texaco fuel injection system applied to my engine.

Description A is the crankshaft, B and C are two connecting rods. D is one of the crank pins of crankshaft A on which the rods B and C both ride side by side. Hence the rods B and C are offset as are E and F which are the two pistons in the two ofiset cylinders G and H in which the pistons E and F reciprocate in a well known manner. Q (Fig. 3) is a passage connecting the upper ends of the two cylinders G and H together. This passage Q enters cylinder G tangentially so that the air forced out of cylinder H creates a clockwise spin in G. Exhaust ports K from cylinder G deliver exhaust to a gas turbine L which drives a blower M which delivers compressed air through pas sage J to inclined inlet ports N in cylinder H. A spark plug is located so as to best ignite fuel from the fuel nozzle P. The supply of fuel to P has been adequately described in the very numerous patents describing the well known Texaco system of fuel injection.

Operation At the end of the expansion stroke, compressed air supplied from the turbo air compressor L, M of the conventional type reaches the inclined ports N through air passage I and pushes the burned products of combustion (exhaust gases) up through the cylinders H through the connecting passage Q (Fig. 3) and down the cylinder G and out the ports K to the exhaust turbine L, M. One hundred percent scavenging is thus achieved. The exhaust turbine drives the air compressor M in a well known manner. As the pistons E, F rise and cover ports K and N, air is thus trapped between the two pistons.

The air in cylinders H and G is compressed, but the compressed air in cylinder H is finally expelled into the clearance space in cylinder G through passage Q (Fig. 3). The air in cylinder H is directed into cylinder G tangentially through Q so as to rotate the mass of air in clearance space in cylinder G clockwise. In addition, I may provide ports N in the entrance to cylinder H so formed as to start the air in cylinder H slowly rotating clockwise (Fig. 2) before it even enters cylinder G so that the clockwise rotation is built up in two stages; first in cylinder H, second in cylinder G. When the fuel emerges from the nozzle P it is ignited by the spark plug 0 and is burned as in a gas turbine or as in a diesel engine. Fuelair ratios much below 1 to 20 as in gas turbines and diesels are thus possible. A higher fuel mileage is thus 2,976,861 Patented Mar. 28, 1961 obtained, especially in the thirty to forty miles per hour range (taxicab range) and fuel economies of 35% more miles per gallon are possible so as to justify the very greatly increased cost of this most elaborate system. Any other blower system can be substituted for the very expensive but economically sound exhaust driven blower shown at L and M. For example, there are very much cheaper gear driven variable speed blowers used on our 1958 automobiles as standard equipment. There is some advantage thermodynamically in an exhaust driven compressor.

The Texaco fuel injection system is described in the following United States patents:

2,411,740, Nov. 26, 1946 2,412,821, Dec. 17, 1946 2,431,857, Dec. 2, 1947 2,534,346, Dec. 19, 1950 2,685,869, Aug. 10, 1956 2,741,230, Apr. 10, 1956 2,744,506, May 8, 1956 and in very many other patents and publications.

Specifically S.A.E. Journal, September 1950, page 51, or better, S.A.E. Quarterly, January 1957, page 26.

The inherent advantage of my invention over the prior art is that the combustion chamber in cylinder G is automatically kept at a higher temperature than the smaller clearance space in cylinder H. At low loads when this engine saves fuel to justify its greatly increased cost it is important to keep the combustion chamber warm enough to ensure complete combustion.

What I claim is:

1. In a fuel injection engine of the two-cycle type, a pair of adjacent cylinders having a common combustion chamber located entirely in the first cylinder, a first piston in said cylinder, exhaust ports in said cylinder located so as to be uncovered by said first piston, a second cylinder, a second piston therein, inlet ports in said cylinder uncovered by said second piston, said ports being designed to cause the entering air to rotate, means for supplying air under pressure, a crankshaft having a throw, a connecting rod for each piston connected to the said throw, a relatively small clearance space for the second cylinder, a much larger clearance space for the first cylinder, a fuel injection nozzle located entirely in the clearance space of the first cylinder, a tangential passage connecting the downstream flow of rotating air in said second cylinder to the larger clearance space in the first cylinder so as to rotate the air therein, means for igniting the fuel therein.

2. A device as set forth in claim 1 in which the fuel nozzle directs its fuel tangentially into the rotating air in said clearance space of the first cylinder.

3. A device as set forth in claim 2 in which there is a timed electrical spark plug located in said clearance space of the first cylinder so that the fuel injected by the nozzle is carried by the air to said plug.

References Cited in the file of this patent UNITED STATES PATENTS 990,974 Giles May 2, 1911 1,645,796 Burtnett Oct. 18, 1927 1,656,581 Hanocq Jan. 17, 1928 2,090,662 Blanchard Aug. 24, 1937 2,484,009 Barber Oct. 11, 1949 2,503,289 Nettel Apr. 11, 1950 FOREIGN PATENTS 743,150 France Jan. 6, 1933 825,513 France Dec. 8, 1937 999,186 France Oct. 3, 1951 921,061 Germany Dec. 6, 1954