US927103A - Internal-combustion heat-engine. - Google Patents

Description

J. L. BOGERT.

INTERNAL GOMBUSTION HEAT ENGINE.

APPLICATION FILED APR. 1, 1905.

Patented July 6,1909.

2BKEETS-BHEET 1.

QWM ammo J. L. BOGERT.

INTERNAL COMBUSTION HEAT ENGINE.

APPLICATION FILED APR.-l, 1905.

Patented July 6, 1909.

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JOHN L. BOGER'I, Oh FLUSHING, NEW YORK.

INTERNAL-COMBUSTION HEAT-ENGINE.

Specification 01. Lettem Patent.

Patented July 6, 1909.

Application filed April 1, 1905. Serial No. 253,270.

To all whom it may concern:

Be it known that I, JOHN L. BOGERT, a

citizen of the United States, residing in Flushing, Queens county, New York, have invented certain new and useful Improvemerits in Interntil-Combustion Heat-Engines, of which the following is a specification.

In internal combustion heat engines utilizing a mixture of hydrocarbon or other vapor or gas and air, which will explode or burn to reduce power upon compression, it is-well known that the higher the compression pressure before ignition the greater will be the explosion or working pressure, and for every inch of movement of the piston after ignition the quantity of heat turned into work is directly proportional to the pressure during that movement. It is also well known that permanent hydrocarbon gases mixed with air in proper explosive proportions will permit high'compression pressures without spontaneous explosion, but in pro ortion as the hydrocarbon increases in speci 'c gravity it becomes more and more liable to spontaneous explosion when mixed with air and compressed, reducing materially the compression pressure possible in an oil-engine as ordinarily constructedand known to me. Furthermore, as the molecules of a permanent gas mix much inore readily with the molecules of air prior to inflammation than do the molecules of a vapor or spray of oil, a mixture of the latter burns more slowly than the former. One of the objections or defects in the use of heavy hydrocarbons for internal combustion heat engines is the ease with which nascent. hydrogen is liberated (which takes fire readily when in contact with air) and de osits of carbon are formed upon any metal ic surface of a moderate temperature with which the burning mixture comes in contact, such carbon causing the piston to cut the cylinder surface. By

using a small proportion of oil to air it has been found possible to get compression pressures of 75 lbs. per s inch when the oil (kerosene of commercia quality) is injected into the cylinder on to a hot projection in the compression space, but the proportion of oil is necessarily so small and the mixing of it with air so imperfect that the pressures generated are relativel very low-usually i notmore than one-lief the pressure generated in first-class gas engines. For this reason, as is well known, Oll engines, so

called, convert much less of their fuel into work than gas engines.

The object of my invention is to enable any desired compression pressure to be produced in a cylinder and as a consequence to obtain a relativel high explosive pressure, irre spective o the character of the oil or fuel' used,.provided, of course, it be adapted to produce explosion when mixed with air and properly corn ressed. i

To this an other ends my invention comprises the novel details ofim rovement and arrangement of parts, that wi 1 be more fully.

hereinafter set forth and then pointed out in the claims.

Reference is to be had to the accompanyin drawings forming part hereof, wherein- Figure 1 is a vertical cross-section of a twocycle oil engine emlbodying my improvements, Fig. 2 is a face view of the cylinder extension liner shown in Fig. 1, Fig. 3 is an end view thereof, Fig. 4 is a detail sectional view of a modification, showing the rearwardly extended portion of the piston having side depressions that serve as ports to permit a scaven ering action to the air.

which flows into the cylinder from the crank case, Fig. 5 is a partly sectional detail view of the Oll pum and mechanism for varying the time of delivery of the oil to the cylinder shown in Fig. 1, Fi 6 is a section on the line 6, 6, in Fig. .5, and -igs. 7 and 8 are sectional views showing modifications (if thee linder, piston, and associated parts, showing the piston in diflerentpositions.

Similar numerals of reference indicate corresponding parts in the several views.

At 1 is lndicated the cylinder showniprovided with an extension 1, and 1 indicates what I term a cylinder liner, which serves as the combustion chamber, and 1 indicates the cylinder head.

2 indicates the iston, 2 the wrist-pin, 3 the connectin .ro 4 the crank, and 5, 6 the crank case, w 'ch may generally be of any well known construction. The piston 2 1s tion 2" which enters the liner 1 for compressing the contents of the latter, but the extencrank case to the cylinder; at 8 is a dpassage ated b and port to exhaust the s ent. pro ucts of' combustion from the c lin er, and at 9'is a passage and port to a it air to the crank case, which details are well known in the art as usually provided in two-cycle engines. While it is customary to rovide means for throttling the passage of t e contents 'of the crank case into the cylinder I have shown a way for giving more or less tree admission of air to the crank case, which consists in an adjustable piece or shield 9 (Fig. 1) having a slot 9 and held to the cylinder by a screw or screws 9, whereby the fiow of air through passage 9 may be controlled But my invention is not'limited to this construction as any well known means, such as a valve, may be used to control the admission of air through'the passage 9, or through the passa e 7. in the construction shown in Fi s. 1, 5 and '6 means are shownfor pumping fuel to the c linder and for readily controlling the quantity and time of admission of such fuel. The arrangements I'have shown are as fol.-

lowsF-At 10 is ashaft suitably supported by the engine and which may be operated by a gear 10 meshing with a gear 10 driven by" the crank shaft, and upon shaft 10 is a suitable cam or eccentric 11 which actuates or lifts the iston or plunger 13* of a pump 13 carried y the engine, a roller 12 being shown connected'with piston 13 to be opercam 11. The piston 13 is connected wit a lever 13*, at one end ivotally supported upon the engine, its other end being normally pulled toward -cam 11 by a s ring 13 .connected with the e ine, the ownward movement of lever 13 eing restrained by a link 13 havin a slot 13 receiving a 1n 13 on lever 13 the upper end of link 13 eing' connected with an arm 13 pivotally connected with the engine. From pump 13 oneor morefuel delivery tubes 14 lead to suitable checkvalves 14, 14, from which passages 15 communicate with the interior of the engine, as within the liner 1 both of whichdpassages, or either one may be used as desire In order that the time of delivery of the fuel by pump 13 may be variedat the will of the operator, I have shown means for giving cam or eccentric 11 more or less angular a.d-' Vance while the engine is running, which devices are shown inte osed between the cam 11 and the crank sha As shown in Figs. 5 and 6 a bevel gear 17' is journaled upon a "the sides of t e piston extension 2. fore, it will be understood that it will be easy operation in any desired angular relation piston or the with respect to'stroke of the position of the crank.

Referring vnow more particularly to the compression or working end of the cylinder and piston, .it will be seen that there is a space 1 between the piston extension 2 and the cylinder wall, and a constricted s ace 1 between the liner 1 and the cylin-,

er extension 1, which spaces are in communication with each other. In Figs. 2 and 3 the liner 1 is shown ribbed or corrugated on its exterior, whereby the restricted space or spaces 1 are provided and the liner firmly maintained within the cylinder extension 1*. Said liner is retained in the cylinder extension 1" by a flange 1 which fits in the cylinr,

der head counterbore. In Fig. 1 the piston 2 is shown at the outer end of its stroke, the spentv gases being presumed to have escaped from the exhaust port 8 and the sli htly compressed air of the crank case to passed up the passage into the cylinder or the s ace 1. 11, now, the cylinder liner 1 is st' entered or closely approached by the piston extension or compressing plunger 2,

and the latterfits snugly or almost tight. to the liner 1*, then the contents of said liner will be spent gases at or. nearly about atmospheric pressure and the contents of the space 1 and the constricted space I surround-.

mg liner 1 b will be largely air. If oil now be inj ected through the passage or passages 1 5 into the liner 1 no explosion can take place,

no matter how high the com ression within the liner until enough air is orced into the liner by the iston from the s ace 1 8 around There'- to so proportion the relative diameters of piston 2 and its extension 2 with respect to their com ression spaces that the roper amount 0' air will have entered the liner 1"- just at the inner dead point of the piston, or

closed air chamber 25, which passage will be,

in such position that the piston ma overrun it, and thus it is possible to ma e this chamber large enough to keep the compression pressures inside the liner l and in the space 1 the'same until the piston 2 overruns the opening of the passage 23 when the com ressipn pressure in the space 1 will rapi ly rise, and thus force air past the plunger 2 into the liner 1 to mingle with the mixture there and make it explosive. The volume of chamber 25 may be ad ustable in any well known manner. I have shown the same having a cap portion 25 threaded on a stem or disk 24. The fuel oil may be pumped on the piston extension or plunger 2 and there mingle with the air rushin into the liner l or the fuelmay be pumps into the liner beyond the iston extension or plunger. The cylinder liner 1. is introduced within the water jacket for the pur ose of keeping the surfaces of the liner hot, at not too hot, a thin film of highly compressed air surrounding the liner in thespace 1, which air will aid combustion and by its expansion will increase the pressure onthe piston, thus turning more heat into work,--heat that otherwise would have passed into the water jacket. it will thus be understood that by means of my improvements the fuel and spent products of combustion with too little air to and arr on the other may be compressed separately, thus allowing anexplosive mix. ture only when the inner dead point of the compression stroke is reached, or nearly so, for, as the fuel is first injected into the liner containing substantially only spent prod acts of combustion then no explosion will occur no matter how high the temperature of that chamber, or how great the pressure of compression, until the ro er quantity of air has been forced into t e iner to min is with the fuel and be compressed therein, and by roperly proportioninp the parts and s aces 't 16 proper quantity 0 air with relatron to the quantity of oil or fuel within the liner may be regu ated'in order that combustion may take place only at the roper position, or about the dead point of t e iston. In Figs. 7 and 8 are shown c-ylin er de tails that embody most corn letely the ideas hereinbefore set forth, an which re- I late to thetwo-cycle tyh, of engine substanermit inflammation on the one handtially the same as Fig. 1, the pistons being shown in the two extreme strokes. The cylinder hea 1 is shown constructed with a c lindrical projection constituting what I the innerend of which is adapted to nearly fill without touching a relatively deep annular groove or recess 2 formed in the piston 2 around the extension 2. The extension 2, of the piston may be prolonged to project within the cylindrically shaped head portion of the liner or projection 1 to any desired extent. jection 2 so constructed that there is a constricted assage between the inner surface of l and the outer surface of 2 at all positions of the piston, yet by shortening the extension 2" a considerable opening mayoccur between 22 and 1 at the extreme forward positionof the piston so that as much air as desired from the port 7 may sca'vengeror within 1*. space I. (Fig. 8) between the extension .2" and the liner 1', as the piston moves within the latter, are that the Walls of 2 and the liner 1* at the annular spate 1 act as regenerators, transferring the heat to the air that flows from the compression space 1 into the liner 1 and at the same time by .eddying action preventing the too easy access of air to thecombustion space. In Figs. 7 and 8 iorm a 1' but I do not contemplate using a water jacket there unless an air iachet, as shown in Fig. 1 is interposed between the walls of the combust on s ace and the walls of the water jacket. In igs. 7 and 8 any suitable igniter may beused, though after the engine has run a few minutes the heat of the Walls will insure the of iuel and air, the principal point to be observed being that there shal not be an inflammable mixture within the combustion chamber until the inner dead point of the piston is reached, or thereabout.

In proportion as the speed of the on ine increases the lead of the injection of fue oil into the compression space may be increased, as by means of the devices shown in Figs. 1, 5 and 6, and at all points of the compression reached, there is, in the case of any of the istons shown, a violent rush of air into the liner or chamber 1*, cyclonic in speed and action, and any oil pum ed on to the .projection 2?, or even within the combustion space I, will be instantly converted into Ini-. nute particles. delivering the oilat the exact inner dead point premature ignition will be impossible, no matter how free the l air therein might be from spent products ositions of their stroke, even when the inner dead point is ave termed the liner 1 While I have shown the pro wash out the spentproducts of combustion The peculiar advantages of thethe cylinder head 1 is shown inclosing the inner end ol liner 1; in such manner as to ignition 0i almost any combustible mixture 500 lbs. per sq inch is resorted to to obtain nor how hot the containin walls, but by steadily advancing the lea of delivery of the oil a oint will be reached where the reatest eciency will be obtained. In the iesel engine compression of airto about heat enough to insure ignition, but in my imrovements a much lowerpressure will sufiice, because of the regenerative action of the combustion space walls and the piston extension 2, none of which is in contact withwater on the other side.

By means of my improvements it will be understood that I am enabled by the stroke of the piston to compress fuel and spent products, and separately compress air, and cause a mingling of such air with the compressed fuel in the proper proportion to cause ignition to take place just at the proper position of the piston and without danger of premature ignition. By reason of the compression of air by the piston to a higher pressure than the compression of the fuel and causing the mingling oi the same at the proper time and in the proper proportions is accomplished.

Having now described my invention what l claim is:

1. An internal combustion heat engine having an internal liner constituting the combustion space, andihaving an air jacket isolating the walls of the liner from the walls oi the engine, the engine walls having also inlet and xhaust certs, a piston arranged to open and said ports by its movement, substantially as described.

2. An internal combustion heat engine having a wa e jacket at its combustion end provided v liner within the combustion end constituting a combustion chamber, and also having an air jacket between the walls oi the liner and the walls of the water jacket, the engine walls having also inlet and exhaust ports, and a piston arranged to open and close said ports by its movement, substantially as described.

3. An internal combustion heat engine having a piston provided with an extension, and an air compression space, combined with a liner to receive said extension and constituting a combustion space and means to prevent excess air from entering the liner on the forward stroke of the piston, whereby air compressed by the piston will be forced into the liner past the piston extension on the compression stroke of the piston, the engine walls having also inlet and exhaust ports arranged to be opened and closed by the movement of said piston, substantially as described.

4. An internal combustion heat engine having a piston provided with an extension and an air compression space, combined with a liner to receive said extension and constituting a combustion space and provided with means to' prevent excess air from entering, the liner onthe forward stroke of the piston,-

whereby air com ressed by the. piston will be forced into the iner past the piston extension on the compression stroke of the piston, and an air jacket between the liner and the engine walls and in communication with said compression space, .the engine walls having also inlet and exhaust orts arranged to be openedand closed by t e movement of said piston, substantially as described.

5. An internal combustion heat engine having a piston provided with an extension and an air compression space, combined with a liner to receive said extension and-constituting a combustion space and arranged to prevent excess air from entering the liner on the forward stroke of the piston, whereby air compressed by the piston will be forced into the liner past the piston extension on the compression stroke of the iston, an air jacket between the liner and tile engine walls and in communication with said com ression space, and means to inject oil into t e liner through the wall thereof, the engine walls having also inlet and exhaust ports arranged to be opened and closed by the movement of said piston, substantially as described.

6. An internal combustion heat engine provided with a liner having a space between to I its outer surface and the engine walls, and a )rovided with a liner havin a space between its outer surface and the engine walls, and a piston provided with an extension and a re-v cess surrounding the same adapted to receive the liner while the extension enters the same, the engine walls having also inlet and exhaust ports arranged to be opened and closed by the movement of said piston, substantially as described.

8. An internal combustion heat engine provided with a liner having a space between its outer surface and the engine walls, and a piston provided with an extension and a recess surrounding the same adapted to receive the liner while the extension enters the same, said recess being of such size that the liner will not touch the piston or its extension when within said recess, the engine walls having also inlet and exhaust ports arranged to .be opened and closed by the movement of 10. An internal combustion heat engine having a combustion space and a piston prohaving also inlet and exhaust ports arranged vided with an extension to enter said space to be opened and closed by the movement of 10 and an air compression space artly isolated said piston, substantially as described. from the compression space y said exten 5 sion, the space between the extension and JOHN BOGERT' the combustion space serving to regulate the Witnesses: admission of air into the combustion space T. F. BOURNE,

from said compression space, the engine walls M. HOLLINGSHEAD.

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