US1093140A - Internal-combustion engine. - Google Patents

Description

Patented Apr. 14, 1914.

2 SHEETS-8113B)? l.

H. LEMP.

INTERNAL COMBUSTION ENGINE. APPLICATION I-ILED JUNE 24, 1911.

witn sise$ Inventor; Hr'manrl Lempq H. LEMP.

INTERNAL COMBUSTION ENGINE.

APPLIUATION FILED JUNE 24, 1911.

Patenied- Apr. 14 1914 LOQEAQO Fig.5.

Inventor? Hermann Lem Witnesses.

' support the crank-shaft 2.

-33 of Fig. 1.

' pairs being .inder is located a close fitting p ys ASSIGNOR TO GENERAL ELECTRIC OF NEW YORK.

INTERNAL-COMBUSTION ENGINE.

To all whom it may; concern: 4

Be it known that I, HERMANN LEMP, a citizen of the United States, residing at Lynn, county of Essex, State of Massaohusetts, have invented certain new and useful Improvements in Internal-Combustion.Engines, of which the following. is a specification. a

-The present invention relates to internal combustion engines of the type utilizinga relatively heavy oil and in which the temperature of the fluid within the cylinder due to compression, is utilized to ignite the charge, and has for its object to improve their construction, particular reference being made to the arrangement of working and pump pistons and cylinders, to the means for scavenging the cylinders, to the arrangement for admitting .fuel and com-' pressedair to the cylinders, and to the elimination of puppet and similar valves.

In the accompanying drawing which illustrates one of theembodiments of my invention, Figure 1 is a view partly in sect-ionand partly in side elevation of a multi-cylinder engine; Fig. 2 is a sectional view of the same at right angles to Fig. 1; and Fig. 3 is a plan view partly in section on the line 1 indicates the base of the engine which is provided with side portions that inclose and To the top of the base are secured anumber of working cylinders 3 arranged in pairs, two of such illustrated, and also anumber of pump cylinders 4 axially alined with the working cylinders.

Each ump cylinder is much larger in diameter t an the working cylinder so as to insure a supplyof fresh air largely in excess of that displaced by the working piston. I find it desirable in some cases to make the pump cylinders fifty per cent. larger than the working cylinders. This a limitation of my invention. In each cylpiston, the working piston 6 and the pump piston 7 being connected by a rod 8. The pistons for each pum and working cylinder are cast. in one cult, and thepump piston in addition to operating as such serves as a guide for the working piston.

The working cylinder 3 is provided with ports 9 thatadmit a large amount of pure Specification of Letters Yatent. Application filed June 24, 1911.

'lbs. per square inch. figure is given as an illustration and not as It should further Patented Apr. id, 19143:. Serial No. 635,118.

air for scavenging purposes. ever, provided with exhaust ports for the burned products of combustion as will appear later.

The pump cylinder 4 is provided with air admltting ports 10 located in the cylinder near the upper end of the piston stroke and controlled by the piston 7. The lower end of the cylindcrhas an outlet 11 that discharges into the receiver '12. This receiver 15 common to the pump cylinders 4 and 13, air from the latter being conveyed to it by the conduit 14. In other words, the two pumps supply air in multiple to the receiver and to the working cylinder 3. This receiver must have, for the best operation, a capacity substantially equal to the displacement of both pump pistons to avoid losses due to compression. The receiver 12 is connected to an annular chamber 15 that surrounds the cylinder 3 and from which the air ports 9 enter the cylinder proper and are controlled by the piston 6.

The working cylinder 17 that is paired with working cylinder 3 is provided with exhaust ports 18 that discharge into a cylindrical chamber 19, the latter communicating with the exhaust pipe. The exhaust ports are cont-rolled by the working piston 21. These ports are common to both working cylinders, said cylinders being connect ed at the top y a conduit 22. Fuel in the nature of a rather heavy oil is forced into the conduit 22 by air under a pressure which materially exceeds that caused by the compression of the Working pistons. For example the working pistons may compress the pure air in the cylinders after the burned products of combustion have been forced out to a pressure of 500 lbs. per square inch. On the other hand the oil and air may be forced into the conduit 22 and into the working cylinders under a pressure of say 1000 It is not, how- The pistons are connected by a wrist pin 23 which in turn is connected by the connecting rod 24.- to the main crankshaft 2. From this construction it follows that the movements of the pistons are simultaneous. be noted that the pistons for the working and pump cylinders are so arranged that as one piston moves toward its closed end, the other piston moves toward its open end; or in other words, as one piston compresses or expels the contents of, its

' cylinder the other piston is drawing air or is provided.

gas into its cylinder. It is on account of this latter arrangement that the receiver 12 with the cylinder having no exhaust ports it follows that the pure air from the pumps must also pass serially through the cylinders and conduit 22 to the exhaust ports 18. It is further to be noted that the two pumps discharge in multiple into said air ports. Owin to the arrangement of the parts above descri ed and to the fact that the displacement of the pump pistons is greatly in excess of that of the working pistons, the pure air as it rumes through the ports, cylinders and connecting conduit drives before it all of the burned products of combustion and leaves only pure air to be compressed on the inward stroke. Unless the displacement of the pumps is greater than that of the working pistons the cylinders will not be fully scavenged and one of the material features of advantage of my engine will be lost.

Driven by the crank shaft or other suit able source of power is a two-stage air compressor 25 of the reciprocating type. Air is compressed therein to whatever pressure it is desired to use in forcing air and fuel (usually a relatively heavy oil) into the working cylinders. The compressor discharges into a receiver 26 through a check valve 27 located in the pipe 28. Air from the receiver is conveyed-to the inlet valve 29 by the pipe 30.

35 indlcates an upright shaft thatis driven from the crank shaft by spiral gears 36. On this shaft is a speed governor 37, the weights of which move the sliding collar 38 up and down. To the collar is connected 7 a lever 39 that raises and lowers the sliding block 40 to change the efi'ective stroke of the fuel pumps. On the shaft 35 is also an eccentric 41 or other means for oscillating the lever 42. 2 I

43 indicates a bell-crank lever actuated by the lever 42 and block 40 for reciprocating the plungers of the fuel pump 44. The plungers are forced in one direction by springs and in the opposite direction by the lever. Each plunger serves one pair of working cylinders.

45 indicates a horizontal shaft driven by gearing from the shaft 35. It is employed to open the valves 29 that admit fuel and air economy of operation.

under pressure to the conduit 22- and the working cylinders. On the shaft 45 are cams 46 that engage the rollers on the bell crank levers 47, one such lever being provided for eachtwo working cylinders. The right end of this lever engages the stem of the valve 29, Fig. l, and raises it against the pressure of the air from the reservoir 26. This valve only remains open for a very short time. For example it may open when the crank is three degrees in advance of its dead center and close after it has moved seven degrees Owinggto the high compression .used in my engine, as is the case with this type of engine generally, the fuel starts to burn just as soon as it passes the admission valve 29,- therehy obviating the necessity of special sparking or ignition devices.

I have described only one pair of working and pump cylinders and their pistons since the other pairs are similar in construction. The pistons of the several pairs are of .course connected to the crank shaft in a manner to balance the thrusts as far as possible.

I may use any suitable form of water 'jacketing for cooling the cylinders.

By arranging the ports asv described and using the pistons as valves I avoid the use. of puppet and other valves which are a great source of trouble and which are difiicult to keep tight. Another and important feature is that my arrangement permits of operating the engine at any desired high speed and the ports will always be opened and closed at the proper times. By using-one set of exhaust ports for two working cylinders I avoid complications and also insure the com-- plete scavenging of the cylinders with an ex: cess of pure air over that necessary to fill the cylinder spaces. This latter feature is a most important one as it directly affects the In accordance with patent statutes, I have described the principle of operation of my invention together with the apparatus which I now consider to represent the best embodiment thereof; but I desire to have it understood that the apparatus shown is only illustrative, and that the invention can be carried out by other means.

What I claim as new and desire to secure by Letters Patent of the United States, is

1. In an engine of the character described,

' the combination of a pair of working cylinders, pistons that compress air in one end of said cylinders to a temperature above the igniting temperature of the fuel, a crank shaft connected with the pistons, a conduit connectingthe cylinders at their compression ends, exhaust ports for one of the workthe provisions of the ing cylinders, a pair of air pumps, the pistons of. which have greater displacement than the working pistons, means for conveying the air from both pumps to the other working cylinder, said air flowing through the cylindersand their connecting conduit serially and driving out the burned products of combustion, and a means including air under pressurefor injecting fuel into the conduit connecting the cylinders wherein it is ignited by the high temperature air compressed by the workingpistons.

2. In an engineo "the character described, the combination of a pair of working cylinders and their pistons, a crank shaft connected to the pistons; a conduit connecting the cylinders, exhaust ports for one of said cylinders only which are controlled by the working piston therein, air-admitting ports for the other working cylinder which are cont-rolled by the piston therein, a fresh air pump whose piston displacement is materially greater than that of the working pistons, a conduit conveying air from the pump to the said air ports, the air from said ports flowing serially through the cylinders and conduit and escaping through the exhaust ports, a fuel supply, and an air compressor for forcing fuel and air into the cylinder spaces of both of the working cylinders against the compression produced by the working pistons.

3. In an engine of the character described, the combination of a pair of working cylinders, pistons in the cylinders that compress air in the ends thereof, a crank shaft connected to the pistons, a conduit connecting the compression spaces of the cylinders, an air pump having a piston displacement greater than that of the working pistons, a receiver connected thereto having a cubical capacity substantially equal to the displacemcnt of the pump, air-admittirg ports in one of said cylinders that communicate with the receiver and are controlled by the piston, exhaust orts in the other cylinder which are contro led by its piston, and means including air under pressure for injecting fuel into said conduit where it is ignited by the high temperature air forced into it from both working cylinde s.

4. In an engine of the character described, t e combination of a pair of working cyliners and their pistons, a crank shaft for the pistons, a conduit connecting the cylinders attheir compression ends, an air pump having a piston displacement greater than that of the working pistons, a receiver connected thereto, air-admitting ports in one of said cylinders that communicate with the receiver and are controlled by a' working piston, exhaust ports in the other cylinder which are controlled by its piston, a staged air compressor, and a receiver that receivesair from the compressor and forces fuel intothe conduit where it is ignited by the high temperature air forced into it from the cylinders by the working pistons.

In witness whereof, I have hereunto set my hand this 22d day of June, 1911.

HERMANN LEMP. Witnesses:

JOHN A. MoMANUs, J12, FRANK Gr. HATTIE.

Images