US1160480A - Method of forming and igniting explosive charges in internal-combustion engines. - Google Patents

Description

G. F. WHEELER.

METHOD OF FORMING AND IGNITING EXPLOSIVE CHARGES IN INTERNAL COMBUSI ION ENGINES.

APPLICATION FILED JULY 20,'I9H.

LlGOAO, Patented Nov. 16, 1915.

5 SHEETS-SHEET I.

G. F. WHEELER.

METHOD OF FORMING AND IGNIUNG E'XPLOSIVE CHARGES IN INTERNAL COMBUSTION ENGINES.

APPLICATION FILED JULY 20, 1911.

Pat-nted Nov. 16, 1915.

5 SHEETS-SHEET 2.

G. F. WHEELER.

METHOD OF FORMING AND IGNITING EXPLOSIVE CHARGES IN INTERNAL COMBUSTION ENGINES APPLICATION FILED JULY 20. 19H. I

1,160,480, Patented Nov. 16, 1915.

5 SHEETS-SHEET 3.

G. F. WHEELER. METHOD OF FORMING AND IGNITING EXPLOSIVE CHARGES IN INTERNAL COMBUSTION ENGINES.

APPLICATION FILED JULY 20. I911.

Patented Nov. 16, 1915.

5 SHEETS-SHEET 4.

O O Q n3 u a. N 5

I WW 7 4 mm" mm J WM G. F. WHEELER.

METHOD OF FORMING AND IGNITING EXPLOSIVE CHARGES lN INTERNAL COMBUSTION ENGINES.

APPLICATION FILED JULY 20. 191] I 1,160,480. v Patented Nov. 16, 1915.

' 5 SHEETS-SHEET 5.

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a orsion.

GEORGE FREDERICK WHEELER, OF'IBELOIT, WISCONSIN.

iunmon or FORMING- AND IGNITING nxrnosrvn'oimnons in INTERNAL-COMBUSTION enemas.

Specification of Letters Patent.

Patented Nov. t6, t9 t5.

Application filed July 20, 1911; Serial No. 639,675.

To all whom it may concern:

Be it known that I, GEORGE F. WHnELER, a citizen of the United States, residlngat Beloit, county of Rock, State of Wlsconsin, have made a certain new and useful Invention in Methods of Forming and Igmt ng Explosive Charges in Internal-Qombust on Engines, of which the following is a specification.

This invention relates to internal combustion engines and particularly to the method of forming and igniting the explosive charge in such engines.

The object of the invention is to provlde a method wherein the constituent elements to form the explosive charge are brought together in proper manner and are compressed under such conditions of compression and heat as to effect the ignition and explosion of the charge, and the super-heating of the gases produced by the explosion of the charge, so as to eflect the complete combustion of the charge and the utilization to the greatest advantage of the expansive action thereof.

A further object of the invention is to provide a method of forming and igniting an explosive charge of internal combustion engines wherein the fuel oil is maintained under a high degree of heat and under pressure until the proper instant of time for the same to be released into the explosion chamber to enter into the explosive charge, and then is released into a high temperature within the explosion chamber, in order to secure the complete vaporization and instantaneous ignition thereof.

A further object of the invention is to provide a method of forming and igniting an explosive charge for internal combustion engines wherein water is supplied to the engine and is converted into steam, and the steam is compressed, and finally super-heated, along with the gases of explosion of the charge, so as to exert its expansive action with that of the gases of the explosion performing work.

Other objects of the invention will appear more fully hereinafter.

The invention consists substantially in the mode of operation hereinafter set forth, as

indicated in the accompanying drawings,

44 Fig. 3. Fig. am a broken view in elevation, parts broken out and parts in section showing an arrangement of fuel oil feed pump ,and governor controlled operating means for actuating the pump. Fig 6 is a view partly in elevation and partly in vertical section on the line 66 Fig. 5. Fig. 7 is a view in transverse section on the line 7-'-7 Fig. 1. Fig. 8 is a broken detail view in horizontal longitudinal section through the center showing an arrangement of auxiliary exhaust valve. Fig. 9 is a view partly in side elevation and partly in section on the line 9-9 Fig. 11, showing a form of hotball dome and a portion of a fuel oil feedmg connection adapted for use in carrying out my invention. Fig. 10 isan end view of the same partly in section on the-line 10 --10 Fig. 11. Fig. 11 is a view in section on the line 1111 Fig. 10. Fig. 12 is a broken View in section showing a slightly modified arrangement .embodying a construction for carrying my invention into practical operatlon.

The practical and successful operation of internal combustion engines, and especially engines of the type'employing hydro-carbon 011 for fuel, is dependent largely upon two essential elements, namely, time and heat, that is, sufficient heat must be generated or employed to convert the fuel into a gas vapor within the time permitted therefor.

' For example, in an engine of the two cycle type designed to runsay at two-hundred explosion chamber aswell as'upon the surfaces of interior portions of the cylinder, or

[ upon the piston. This is particularly true where heavy or crude or unrefined or similar form of fuel oil is employed. In attainingthe most eflecient results it is desirable to utilize to the very best advantage the explosive .force of the vaporized explosive charge.

In carrying out my invention I propose to so form the explosive charge and to so ignite the same as to effect a thorough conversion of the fuel oil into vapor and the ignition and explosion thereof within the time permitted for such purpose, and, to this end, to employ the required degree of heat to effect the vaporization and to expand the vapor or gas products of the explosion,

thereby not only securin the formation of the charge and its ignitlon and expansion within the time permitted but also accompl-ishing complete combustion and the utilization of the entire expansive force of the vaporized and expanded products of the explosion. In attaining these objects and re-' sults, I propose to supply the fuel oil to the explosion chamber under pressure and to maintain the same underpressure while sub-' jected to a high degree of heat, that is, a degree of heat above the ignition point of the fuel oil, and to release the same into the explosion chamber, which is maintained at a high temperature, thereby promoting the instantaneous vaporization and conversion of the fuel oil into gas under the influence of the heat to which, when released into the explosion chamber, it is subjected, and also promoting the instantaneous ignition'of the explosive charge when the fuel oil is thus released and expanded, as well as promoting the complete combustion thereof in the explosion resultingifrom the ignition of the charge. In attaining the complete objects and purposes of my invention, I further propose to utilize to the fullest extent, the expansive force of the vaporized fuel in the performance of work. To this end, I propose to supplement the expansive force of the vaporized and ignited fuel oil with the expansive action of steam, and to utilize the heat of the explosions in vaporizing the fuel oil in igniting the charge, and in generat-' ing the steam and super-heating the same as well as the gases and vapors resulting from the explosion, thus in effect providing a method of forming and igniting an explosive charge and utilizing the explosive action thereof, which combines the method of operation ordinarily carried out in internal combustion engines and in steam engines.

In the accompanying drawings I have shown and will now describe a construction of two cycle engine, and the parts thereof, adapted for carrying out the objects and purposes of my invention.

1 In the drawing A, designates the cylinder head or dome providing an interior chamber within which the explosion of the charge of fuel takes place; B, is a cylinder; C, the air box; D, the guide for the cross-head E; L, the piston; K, the piston rod; 66 the crosshead pin for connecting the cross-head E, to the connecting rod F; H, the crank on the crank shaft a; G, the box for connecting the connecting rod F, to the crank; J, the main bed for supporting the engine; and b the fly or balance wheel.

The crank shaft a is journaled in suitable bearings formed in standards of the main frame or bed, and the connecting rod F is coupled or connected to the crank H of shaft a by means of the box G, in the usual, or in any ordinary or convenient manner. The connecting rod F, is coupled by means of the pin 66, or in any other convenient manner to the cross-head E, which is mounted to slide in the guide D, to which cross-head the piston rod K, is connected at one end. The opposite end of the piston rod operates through a stufling box or packing gland 68, and is connected in any suitable or convenient manner to the piston L, to reciprocate the latter in the cylinder B.

It will be observed that the connecting rod, cross-head, and piston rod attached to the piston Working in the cylinder, correspond in their general arrangement and method of operation to the similar parts employed in high-speed center-crank ennes.

The cylinder B, is mounted upon a casing the interior of which forms what I shall term the air box C, the cylinder resting upon the air box casing as a base. This air box is provided with an air-intake connection W, controlled by an outwardly seating valve 71, see Fig. 7, the stem 72, of which projects through the casing or intake connection W, a spring 69 being arranged to bear against the casing or wall of the intake connection W, and against a collar 73, adjustably mounted on the end thereof, whereby the tension of said spring is exerted to normally maintain the valve 71 seated. The valve is unseated by the suction action of the piston. If desired, the rod 72, of valve 71, may be provided with a head 74 with which cooperates a cam projection 75, on a cam shaft Q, so that said valve may be positively opened, periodically. In the proper timing of the engine, however, the mechanical opening operation coincides with the suction action of the piston in effecting the automatic opening or unseating of the valve. Formed on top of the cylinder is a transfer box Y, with which'communicates the air box G, by means of suitable communicating passages. The transfer box Y, communicates with the interior of the, cylinder at a point in front of the piston, when the latter is in the limit of its inward stroke, through a port 26, whereby at the proper point in the cycle of operation of the engine, the piston L, uncovers the port 26, thereby permitting the air compressed into the air box C, to pass therefrom and through the transfer box Y, and port 26, into the interior of the cylinder in front of the piston. At a point in the cylinder substantially opposite the air port 26, are the exhaust ports 27, and formed on the front end of the piston, at a point opposite the air inlet port 26, when uncovered, is the bailie surface N.

The operation of the parts so far described is as follows: During the outstroke of the piston the air inlet valve '71, is unseated and air is drawn through the connection W, into the air box C. During the instroke of the piston the valve 71, is seated and the air contained in the air box is compressed'therein, and when the piston reaches the limit of its instroke the air port 26, is uncovered and the compressed air is delivered from the air box 0, through the transfer box Y, and air port 26, into the cylinder. This entering air strikes the baflie surface N, on the front end of the piston, and 'is directed thereby against the walls of the cylinder. The initial eflect of the entering compressed air is to scavenge the cylinder of the products of combustion of the previously exploded charge, driving the foul gases and other products of combustion out of the cylinder through the exhaust port 27, or such portion of the foul gases and other products of the explosion as may not have exhausted through the exhaust port when the latter is uncovered by the piston in its instroke. This compressed air, thus admitted, also serves the purpose of reducing the temperature of the cylinder and keeping down, to some extent, the heat of the explosion chamber or dome, presently to be described, within which the explosion occurs. When the piston begins to move in its outstroke, it closes the air inlet port 26, and thereafter, if not simultaneously therewith, closes the exhaust ports; and during the continuation of its outstroke the air remaining Within the cyl' 'inder is compressed, while a fresh charge of air is being drawn into the air-box for compression on the return stroke of the piston.

said shaft.

.and the steam generated, as will be hereinafter explained, to form the explosive charge for actuating the piston on its working stroke. r

It willbe observed that in the construction above described I am enabled to secure the advantage of air compression through the piston action while at the same time eliminating crank case compression common to other engines of this class, and I am thus enabled to employ steam engine construction of the working parts of the engine, and this is a desirable object to be attained. It will also be seen that the guide D, forms in effect an extension of the cylinder casing, the cross-head E, working in this guide. By the arrangement described, I avoid the use of a trunk piston, a feature commonly used in engines of this class, and the angular thrust of the connecting rod exerted by reason of the angularity assumed thereby in each revolution is taken up in the cross-head and guide, and consequently the piston is allowed to move in a straight line and is relieved of lateral pressure tending to wear the surface of the cylinder in contact with which the piston works. This construction also permits the use of a piston which fits and works loosely within the cylinder, and this would be impossible in the case of a trunk piston. If desired, and as shown, the cylinder may be provided with the usual or ordinary water jacket chamber 25, therearound. A stuffing box or gland 68, prevents the air compressed intothe air box from escaping therethrough, it being understood that the air is maintained in the air box under comparatively low pressure.

I will now describe a construction and arrangement for effecting the feed of the fuel to the explosion chamber or dome. Upon the crank shaft a, is a gear arranged to mesh with and to drive a gear P on the cam shaft Q. This shaft is journaled, at the end thereof adjacent the crank shaft, in a bracket 31, having bearings 33, to receive Upon the side of the air box C is mounted a center bearing 82, for said shaft. At its other end the cam shaft Q, is journaled in bearings 76, formed on or secured to a fuel pump box, or tank casing R, and at its extreme end it drives through intermeshing gears 46, a governor shaft 77, upon the upper end of which is carried the governor device U. This governor device maybe of an usual or-ordinary type of construction 0 ball or centrifugal governor. I have shown, as exemplifying an operative construction, a simple arrangement comprising weighted bell crank levers 78, pivotally mounted at their angles upon arms' of the governor head or yoke U. A tension device or spring 79, serves to draw the welghted ends of the pivoted crank levers 78, toward each other. The other arms or ends of said levers are connected to a yoke 80, attached to a rod 44 to the lower end of which is pivotally connected a link 81, the other end of said link being connected to onearm of a crank lever 43. The other arm of the crank lever 43 is connected to the movable wedge 38, to shift the same automatically, accord- "ing to the speed at which the engine is driven and for a. purpose presently to be more fully described. In practice I prefer to so proportion the gears 46, and the gear on the crank shaft which drives the gear P, as to cause one rotation of cam shaft Q, to each rotation of the crank shaft. The fuel feed box or reservoir R, is supplied with oil or other fuel from any suitable or convenient source or reservoir, through a supply pipe 82 supply pump 50 and delivery pipe 53, the latter delivering into the oasing R. The pump 50, may be driven and actuated in anysuitable or convenient manner. In practice I propose to drive said pump from the cam shaft Q, by means of a belt 83, operated over pulleys 52, respectively mounted on said shaft Q, and the shaft of pump 50. It is obvious however, that any other suitable or convenient form of drive gearing may be employed for this purpose. In order to maintain a substantially constant level of oil within the casing R, I provide an overflow pipe 54, delivering from the casing R, back into the supply reservoir.

A simple arrangement for supporting the pump 50, is shown wherein I bolt or otherwise secure a bracket 51, to the outside of easing R, and mount the pump upon said bracket. In order to retain any drippings of oil that might occur from the operation of the pump, I provide the bracket 51, with an extended flange within the upper surface of which I provide suitable ducts or channels, indicated by dotted lines at 84, in Figs. 5 and 6, in which the oil drippings may collect and from which they may be drained back into the storage reservoir or other convenient receptacle.

In the operation of the supply pump, oil is drawn from a convenient storage reservoir through the pipe 82, and delivered from the pump through pipe 53, into the chamber of casing R, being maintained in the casing at a uniform level by means of the overflow pipe connection 54. Upon supporting lugs 41. arranged within casing R, is mounted a fuel feeding pump. The pump structure and the manner of operating the same may be varied throughout a. wide range. In its essential characteristics, however, the pump should have such structure and mode of operation as to deliver into the fuel feeding pipes or connections the fuel or oil under a desirable degree of pressure, and, in the case of a two cycle engine, the delivcry of the fuel or oil under pressure from the pump should be effected at each complete stroke of the working piston. Provision should also be made for adjustment whereby the quantity of oil delivered at each stroke of the fuel feeding pump may be adjustably regulated, and provision, should also be made for automatically regulating the feed of the oil by the speed of operation of the engine. In the drawings I have shown a simple and eflicient construction of fuel feeding pump, and operating connections therefor, which I have found eflicient in practice and suitable for carrying out the objects and purposes of my invention in this connection.

In the drawings the fuel feeding pump is designated generally by reference letter S, and it comprises, in the construction shown, a casing 85, within which operates-the reciprocating piston or pump plunger 55. The

casing has a plug or connection 86, with a channel 87, therethrough delivering from the casing R, into the interior of the pump casing 85, this passage being controlled by an outwardly seating check valve 88. The pump casing chamber 85, is also provided with an extension 89, having a channel 90, therein and delivering from the pump chamber into a feed delivery pipe connection 49. The communication of the passage 90, to the delivery pipe 49, is controlled by an outwardly seating check valve 91. The end of the pump plunger or piston 55, is .provided with a flanged head 92, and, a spring 56, is interposed between the flange 92, on the end of the pump plunger, and an adjustablecap 93, mounted upon the end of the pump casing 85. The tension of the spring 56, is applied to the plunger 55, and tends to move the same out of the pump casing 85. The tension of this spring 56, may be adjusted by backing off or turning up on the screw cap 93. Suitable standards 94 serve to support the pump upon the brackets or lugs 41,

within the-casing B. These standards are arranged on opposite sides of the pump piston or plunger 55 so as to firmly maintain the pump in proper position and working alinement, and to distribute the strains of operation of the same. The standards 94, are connected together by a cross brace 95, at their upper ends. Adjustably mounted in the cross brace 95, is a threaded sleeve 47. Through this sleeve operates a plunger 57, which is arranged in line with the feed pump piston 55, and against the end of which the flanged head 92, of the feed pump piston bears, and is held thereagainst by the spring 56. The adjustable sleeve 47 serves to regulate the extent of normal movement meogso v position of the adjusting sleeve-47, may be adjusted in any suitable or convenient manner. I have shown a simple arrangement wherein I provide the flange of the sleeve 47, with gear teeth, and I arrange the pinion 96, to mesh therewith, said pinion being carried upon a rod 48, suitably mounted and arranged to extend through the top of the easing B. By turning the rod 48, by means of a hand lever 97, or other convenient device, the s eeve 47, which limits the extent of upwar movement of the pump plunger 55, is adjusted whereby I am enabled to effect the desired adjustment of the effective stroke of the feed pump piston from the exterior of the casing R, and without removal of the top of said casing. The upper end of the actuating plunger 57, is provided with a cradle or chair 37, within which rests the wedge 38, above mentioned. Upon the Wedge 38, rests a lever arm 34, pivotally mounted as at 35, in the casing R. Sultable means for engaging said lever arm 3a, are provided whereby the plunger 57, is actuated to effect the operation of the pump piston 55, at each complete reciprocation of the Working piston in the main cylinder. A simple arrangement is shown, which I have found efiicient for the purpose, wherein a cam projection 40, carried and operated by cam shaft Q, is arranged to wipe by the free end of the lever arm 34, at each rotation of said shaft Q, thereby depressing the said lever and with it, through the wedge 38, on which it rests, depressing the plunger 57, and actuating the feed pump piston. It will be observed that this action takes place at each revolution of the shaft Q. It; will also be observed that the engagement of the actuator cam 40, with the free end of the lever arm 34, is a wiping engagement, and consequently I thereby avoid the noise and strains of a pounding engagement of these parts, and secure a smooth action of the actuating cam. If desired, the actual contacts of cam 40, and the end of the lever arm 34, may be taken by rollers indicated at 36, in order to reduce friction.

If desired, and in order to provide means whereby the fuel feed pump may be manually controlled, or manually operated, in order to start and to stop the engine, I provide an operating handle 60, upon the end of a shaft 58, which extends transversely through casing R, to the exterior of said casing, in order to receive said hand lever. This shaft 58, is provided with a fork or yoke 59, arranged to straddle the pump piston end and to engage against the upper end of the flange 92 thereof, so that by suitably manipulating the hand lever 60, the pump piston mav be operated to initially start the engine, or the pump piston may be held depressed by the manipulation of the hand lever 60, out of the range of action of the actuating plunger 57, soas to arrest the delivery of fuel to the engine, thereby causing the engine to stop.

From the foregoing description it will be seen that the fuel oil is delivered from the casing R by the operation of the fuel feeding pump. The stroke of the fuel feeding pump piston is automatically varied, according to the speed of the engine, through the operation of the governor device which is geared to and driven from the cam shaft Q, and which controls automatically the shifting of the wedge 38, thereby automatically varying the length of the stroke of the piston, and consequently varying the amount of oil delivered to the engine from the pump, and consequently controlling the speed of the engine. The stroke of the pump piston in one direction is accomplished by the ac tion of the cam on the cam shaft engaging the lever which rests on the Wedge, the actuating cam simply wipin by the end of the operating lever arm in t e revolving movement of the cam. The return stroke of the pump iston is accomplished by the spring. The e ective stroke of the pump piston is also capable of adjustment through the adj usting sleeve 47 so as to gage the amount of oil delivered into the combustion chamber of the engine, thus regulating the effective power of the engine. Adjustments'are thus provided to suit any condition of power, and while the engine is running, that is, without stopping the engine for the purpose. It will also be seen that I provide means for initially supplying the engine with fuel for starting the same, and for arresting the supply of fuel, bymanually controlled devices thereby facilitating the starting and stopping of the engine.

is, of course, more or less dependent upon the speed of the engine, and the time interval required after the explosive charge is sufficiently compressed for the ignition of the compressed charge to take place and the explosion to occur. The other element mentioned, namely, the heat necessary to ignite and explode the explosive charge within the time allowed therefor becomes an important feature in engines of the class to which my invention relates, and the heat employed for this Work must be sufiicient to accomplish the ignition and explosion of the charge at the proper instant, and it must be of such degree as to effect the complete conversion of the fuel into vapor, since any oil that is not converted into vapor will not explode, but will simply smudge and producesmoky exhaust and leave carbon deposit on the inner walls and surfaces of the explosion chamber, and of the cylinder, and hence re ,sult in loss of efliciency and cause internal troubles and failure to accomplish the best results. Where, however, the temperature employed for igniting and explodin the explosive charge is maintained at a su c1en tly high degree to effect a complete conversion of the fuel oil into vapor, all of the oil is consumed, thereby resulting in great economy, clear exhaust, and elimination and prevention of carbon deposit. In order to enable the fuel oil to be efiiciently and completely consumed at each explosion, the oil should be supplied under conditions wh1ch enable it to become readily and quickly vaporized.

My present invention provides a method for accomplishing these results in a most effective and advantageous manner, and while I have shown, and will now describe, a construction suitable for carrying my invention in this connection into practical operation, my invention, in its broadest scope, as defined inthe claims, is not to be limited or restricted to the specific details of construction shown and now to be described.

To the outer end of the cylinder I apply an unjackete'd hollow dome A, the interior chamber of which opensv freely into the working cylinder B. In practice I prefer to form the interior wall surface 100, of the dome A, somewhat spherical or semi-spherical in shape and contour. A hot ball V, is provided, and at one end projects through an opening in the Wall of the dome A, the inner surface of the end of the hot ball which extends through the wall of the dome, as indicated at 24, forming a bridge or plate which lies flush with the inner surface 100, of the dome A. The hot ball V, is held in place by a yoke 1, mounted loosely upon studs 2, tapped into an extension frame 101, of the dome, and springs 3,interp0sed between the heads of the studs and the cap 1, serve to yieldingly press the cap in a direction to securely hold the hot ball in place while ermitting expansion and contraction thereoE due to variations the heat to which the hot ball is subjected. The interior of the hot ball V, is in communication with the interior of the chamber of the dome A, through the openings 102, formed by the spider legs 103, (see Fig. 10,) which form the connection between the bridge 24 and the body of the hot ball V.

I will now describe the manner of delivering thefuel oil into the explosion chamber formed by the interior of the dome A. As above explained, the fuel feed pump delivers the oil from'the casing B, into delivery pipe 49. This delivery pipe delivers to a nozzle device T, through a union 19. A valve 18,

is arranged to control the passage through 'the union 19, into the nozzle casing. This 'ustable screw plug 105, for this purpose.

his valve acts as a check valve, opening under the influence of the pump action, during its working stroke, to permit the oil deliveredby the pump to enter the nozzle casing T, but preventlng the return of the oil from the nozzle caslng during the return stroke of the pump piston. Within the nozzle casing T, and communicating with the chamber of said casing, is a barrel 106, which extends through an opening 107, in the wall of dome A, and into the interior of said dome. The inner end of this barrel extends into close proximity to the inner surface of the bridge 24, of the hot ball. A lateral delivery opening 22 is formed in the barrel 106, directly opposite, and delivering upon the inner surface of the bridge 24, at approximately the center of said surface. This opening in the barrel constitutes the discharge opening for the oil into the dome.

The inner end of the barrel 106, is closed permanently by a plug 21. The extreme outer end of nozzle casing T, is similarly closed by a plug 108. Arranged to extend longitudinally into the barrel 106, and into the chamber of nozzle casing T, is a long stem'12, carrying a check valve 13, at its inner end adapted to a seat formed in the barrel, and an adjustable nut 17 is carried by said stem at its outer end. Interposed between the nut 1'7, and a shoulder 16, which is fixed within the nozzle chamber T, is a spring 15, the tension of which is exerted upon the nut 17,

and stem 12, in a direction to maintain the valve 13, seated, thereby closing the bore of the barrel to its discharge opening. The tension of the springs 15, and 104, may be adjusted so as to require a predetermined degree of oil pressure to open the same, say, for instance, two hundred pounds, and it is against this pressure that the pump works. By this arrangement it will be observed that the feed oil is maintained within the barrel 106, at a certain predetermined pressure, and when the oil, pumped into the nozzle from the main fuel pump, raises the oil pressure within the nozzle sufliciently to overcome the spring tension referred to, the valve 13, is unseated and the oil under pressure referred to is allowed to discharge through the discharge opening in the barrel nozzle, and directly against the inner surface of the hot ball bridge 24.

The amount of oil discharged at each stroke depends upon the length of the stroke of the fuel pump, and this, in turn, is controlled by the position of the wedge 38,

which position is automatically controlled by the speed of the engine through the action of the governor, as above described. The operation of this oil delivering mechanism is as follows: The tension of springs 15,

and 104, being adjusted, the oil is pumped into the nozzle, filling the chamber of the nozzle and the barrel, and raising the pressure of the oil thereinto the desired predetermined degree, say for example, to two hundred pounds. Thereafter, another stroke of the piston increases the pressure of the oil within the barrel and nozzle beyond this predetermined pressure at which the oil is maintained within the nozzle and barrel.

This excess of pressure of the oil within the barrel causes the valve 13, to be unseated, and the oil to escape and to be delivered against the surface of bridge 24. It will be so understood that the temperature within the dome A, is very high, consequently the oil contained within the barrel becomes preheated by reason of the heat communicated to the barrel from the dome, and also from 5 the heat due to the explosion of the charges -within the dome. In practice the temperature to which the oil within the barrel is thus subjected, before it is liberated through the lateral discharge opening and against 0 the bridge surface varies between 800 and 900 degrees. This is far above the ordinary flashing point of the oil, but the oil does not ignite, nor is it converted into gas by reason of such preheating, on account of the high pressure under which the oil is maintained within the barrel: But by reason of this preheating to a high degree, and the pressure under which the preheated oil is maintained, and the relation of the discharge opening from the barrel intothe 'dome, with reference to the adjacent highly heated surface of the bridge against which the oil is de livered when released from the barrel, it will be seen that the conditions of highest efficiency for forming the explosive charge,

and for exploding the charge at the proper instant of time, is attained. In other words the two essential elements namely, time and I heat, are provided for, so that at the instant the highly heated and compressed oil is liberated from the barrel against the bridge of the hot ball it instantly bursts into vapor, by reason of the release of pressure thereon and under the influence of the enormous increase of heat to which it isinstantly subjected when released from the barrel; and this vapor instantly spreads itself out over the inner surface of the dome, and becoming mixed with the air and steam, which at this instant has been compressed into the hot combustion of the charge is secured, the de sired heat is maintained, the feed of oil and the mixture thereof to form the explosive charge, and'the explosion of such charge, taking place within the time allowed therefor at whatever speed the engine may be driven. Consequently it becomes impossible for any part of the oil to fail to ignite at each injection of the fuel supply. This part of my invention I regard as of very great importance in that it enables me to secure a complete combustion of the fuel oil without the deposit of carbon, and to secure the full benefit and advantage of utilization of the entire fuel supply in the performance of work. It also enables me to'usc heavy oils such as crude or Texas oil without depositing soot, smudge, or other form of carbon, due to incomplete combustion, and consequently reducing the cost of operation of engines by permitting the use of cheaper grades of fuel oil.

I have referred to the use of air and steam in forming the explosive charge, and to the compression of the air and steam bv the piston action, and I have described how the air is compressed on the instroke of the piston into the air-box, located below or within the bed of the engine, and the transfer of the compressed air into the cylinder in front of the piston, and its action in scavenging the cylinder after each explosion to drive out the products of combustion therefrom, and its compression within the cylinder during the outstroke of the piston. I will now describe the arrangement for securing the supply of water, or of water and oil, to the piston to form a lubricant between the piston surface and the interior surface of the cylinder, and also to supply steam to the cylinder for use in connection with the explosive mixture and for aiding in effecting "the propulsion of the piston.

In the foregoing description, I have referred to the piston L, as a loose fitting piston operating within the main cylinder B, and in the form of my invention shown in Figs. 2 and 3, I form the piston with packing rings M, leaving spaces 6%, therebetween, which constitute chambers betweenthe packing rings, and betweenthe exterior surface of the piston and the interior surface of the cylinder, to receive water therein, and as the Water entirely encircles the piston in these spaces or chambers it will be seen that the piston is a floating piston, so to speak, the greater portion of the bearing surface between the piston'and the cylinder being a water bearing, the surface of the piston rin s being the only wearing surfaces. A sufhcient number of piston rings are employed to prevent the body of the piston from coming in contact with the inner surface of the cylinder. When the circumferential chambers 64, are filled with water, or with water and oil, a water seal I is formed between the piston and cylinder surfaces, thereby preventing the escape of air compressed intothe cylinder, or of the combustion gases produced by the explosion of the explosive charge with the cylinder. It is obvious that the same results may be accomplished, and the same benefits and advantages attained, of a loose fitting piston and the water seal by cuttlng chambers into the exterior surface of the p1ston, as indicated at 110, Fig. 12, and making the exterior of the piston surface immediately adjacent and on each side of each packing ring M, conform closely to the bore of the cylinder, as also seen in Fig. 12.

In supplying the water, or the water and oil, to the space between the exterior surfaceof the piston and the interior surface of the cylinder, it is necessary and desirable to provide means for balancing theoil, or the oiland the water, against the pressure of air in the air box, which pressure is communicated through the injection air-port 26,

to those portions of the piston which are exposed to such air pressure as the piston moves past said port, and in order to secure the greatest possible advantage, *I propose to supply the water to the exterior surface of the piston at a point closely adjacent the air inlet port 26. The presence of any pressure of air from the air box in the water injecting box or passages would tend to form a trap for the water and lubricating oil and prevent the same from freely flowing into the chambers around the piston. I therefore propose to employ means to balance this air pressure, thereby breaking any trap that might otherwise be formed, and thus secure the free flow of water, or of water and oil. It is to be understood, however, that my invention, in its broadest scope as defined in the claims, is not to be limited or restricted in these respects, as other arrangements might be employedfor supplying water, or water and lubricating oil, to the chambers surrounding the piston without danger of the compressed air gaining access to the water injecting ducts or passages. Where the arrangement shown in the drawings is employed, however, and in order to make the air balance doubly secure, compressed air is taken directly out-of the transfer air box Y, through the port 26, and connections therefor are made in such manner with the sight feed valve or other water supply connection, and also with the lubricating oil feed or supply, as to afford means for equalizing the air pressure on the opposite sides' of the water, or the Water and-oil supply. Asa form of means for accomplishing this purpose, I have shown a hollow yoke-shaped casting 7, see Fig. 3, to one end of which is attached a sight-feed water valve 5, through which water is supplied from any conof connection, into an opening 113, extending through the wall of the cylinder and delivering to the interior thereof. A pipe section 114, extends longitudinally through the passage 113, and towithin a short dis-- tance of the inner wall of the cylinder, the other end of the pipe extending into and communicating with the interior of yoke-7.

Through this pipe *the Water, or the water and oil, are supplied through the channel A 113, through the wall of the cylinder to the piston. It will be observedthat the pipe 114, hangs within the chamber of passage 113, said passage or channel being of larger transverse area than that of the pipe 114.

Extending. vertically above the center of the yoke 7, is a short stand pipe 11. This.

stand pipe is constructed with an air passage or duct 115, around the yoke 7, and through said duct the stand pipe is in free communication with the chamber or channel 113, and receives air from the transfer air-box port 26, and channel or passage 113. The stand pipe 11, is also provided with openings'to receivepipes 116 117, connectmg respectively with the water supply and lubricating oil supply. Also communicating with the stand pipe 11, is a pipe connection 8, direct from the transfer air-box. Byreason of this arrangement the air coming from the cylinder into the passage or channel 113, and the air coming from the air box direct to thestand pipe will always be equalized or balanced the one against the other, and through the communicating pipes, and this same balance is maintained in thc water and lubricating oil supply" connec. tions.

From the foregoing description it will be seen that a supply of water, or of water and lubricating oil, is furnished to the exterior of the piston and at a point closely adjacent its forward or front end, when at the inner limit of its stroke, so that as the piston moves forwardly in its outer stroke it carries with it the surrounding films or jackets of water, or of water and oil, which come in contact with the interior surface of the cylinder, thereby not only lubricating the same but also performing other functions which I will now describe. In the first place the presence of water, or of water and oil, within the encircling chambers or channels of the plston forms a seal between the packing rings thereby making a water packed piston to prevent any leakage or loss of air, or of combustion gases, from the cylinder. The

- water seals thus provided enable me to employ a loose fitting piston thereby preventing the opposed surfaces of the piston or the cylinder from being cut or worn, and the water itself serves as a lubricant preventing the cutting of the packing rings and greatly reducing the amount of lubricating oil required as compared with the amount ordinarily used in engines of this character. The application of the water in a thin film over the interior surface of the cylinder at each reciprocation of the piston effects an absorption of the internal heat developed by the explosion of the charge in the cylinder, thus enabling me to construct engines of very large size. The thin films of Water thus applied to and deposited upon the interior surface of the cylinder during the outstroke of the piston not only absorbs the heat due to the explosion of the charge but also affords a system for generating steam internally in an internal combustion engine. The steam thus generated within the cylinder becomes mixed with the air at each stroke of'the piston, when the air is admitted to the cylinder, and is compressed along with the air into the hot dome at each compression stroke of the piston, and the steam acquires the temperature of the hot dome and hence becomes super' heated. At the instant of the explosion the heat thereof brings the compressed steam to a very highly super heated condition thereby greatly adding to its expansive force and enabling it to combine with the expanding action of the explosive charge and to add its expasive action to that of the exploded charge in driving the piston. The effect of the pressure of the highly super heated steam and its expansion along with explosive gases, is to retard explosion and to retard the combustion, causing the gases to burn slowly, whereby a more complete action and more thorough combustion and consumption of fuel is accomplished. The steam, by absorbing the temperature due to the explosion, causes the exhaust gases to be liberated or delivered from the cylinder at a lower temperature than would otherwise be the case, thus greatly adding to the economy and efficiency of the engine. In practice, I prefer to employ large quantities of water in the peripheral chambers of the piston, and have found an arrangement such as above described exceedingly efiicient. in preventing carbon deposits on the piston or the interior of the cylinder, thus entirely eliminating and overcoming the greatest troubles heretofore experienced in engines employing heavy hydrocarbon oils.

Another important function accomplished by the generation of steam within the cylinder as above explained, and its compression together with the air Within. the hot dome, is to keep the temperature of the dome down to a working point; otherwise the dome would become so highly heated as to the continued operation of the engine, without the application of external heat. As above indicated the air and the steam which are compressed into the hot dome by the out- Ward movement of the piston attains the temperature of the dome. This temperature is ordinarily in the neighborhood of about 1100 F. approximately. As the air and steam are compressed say to 140 to 150 pounds and the explosive charge is fired under this pressure, momentarily at the instant of explosion the heat thereof is raised to about 2800 F., more or less, thereby raising the temperature of the air and steam. By the rapid absorption of heat by the steam at the instant of explosion the steam becomes super heated to a still higher degree, thereby bringing it into its greatest expansive efliciency. Consequently it will be seen that by the use of the water and steam as above described, the, losses heretofore experienced in the operation of engines of'this class by reason of the waste of the heat of the explosion, and the carrying of the same away with the exhaust gases, are converted into added energy in the operation of my invention, and is utilized, thereby increasing the economy as well as the power developed and the work done, as compared with engines of the same dimensions as heretofore employed, While at the same time overheating is avoided, and the construction of engines of any size is permitted, a result hitherto unattained on account of the impossibility of controlling the internal heat developed in the engines. In other words, in accordance with my in vention, I secure a combined internal combustion oil and steam engine.

As above explained the exhaust escapes from the cylinder through the exhaust port 27. The exhaust gases escape into an exhaust box X which is partitioned off from the air box C, located beneath the cylinder. The exhaust box X, communicates with the mufiier chamber Z, having an exhaust opening 70, to the outer air. In practice, I prefer to extend a perforated water pipe 29, into the exhaust box X, at a point immediately adjacent and preferably opposite the exhaust port openings 27, and through this pipe water is sprayed into the exhaust box X. ater thus sprayed into contact with the exhaust gases absorbs the heat therefrom, thereby lowering the pressure of such gases and hence mufliing the noise of the exhaust. It will be noted that the exhaust box X, is smaller than the muffier chamber and communicates therewith through a -II.O

of the exhaust ports 27. The auxiliary ex- I an extent suflicient to entirely eliminate the noise of the exhaust. ,This becomes an important feature w1th lncreased slzes of engines since the noise of'exhaust increases with the size of the engine. I

It may sometimes be desired to reduce the compression stroke of the piston, that is, to maintain the exhaust opening for an interval of time after the main exhaust ports 27, are closed by the piston in its travel on its outstroke. In order to accomplish this result an auxiliary exhaust port 120, (see Fig.

8), may be employed and located in advance haust port 120, may be controlled by an outwardly seating valve 121, mechanically operated in timely cycle of operation from the cam shaftQ or otherwise in any suitable or convenient manner so as to maintain the valve 121, open during a part of the outstroke of the piston. rangement it is possible to reduce the compressing stroke of the piston without reducing the stroke of the piston under the expanding action of the steam and exploded charge. If desired, the engine cylinder B, may be water jacketed in the usual manner as indicated at 25.

It is to be understood that while I have By this simple ar confining the fuel oil supply within said shown and described a specific construction structions and arrangements within a wide range and latitude as to the details thereof.

I do not claim herein the construction disclosed, as the same forms the subject matter of my application filed of even date herewith Serial No. 639,527. But

Having now set forth the objects and nature of my invention, and the mode of operationinvolved, and a construction adapted for carrying the same into practical operation, what I claim as new and useful, and of my own invention, and desire to secure by Letters Patent is:

1. The method of forming and igniting explosive charges in internal combustion engines which comprises in introducing and confining the vaporizable fuel oil constituent of the explosive charge within the engine cylinder and under vaporizing heat, and applying pressure thereto to prevent vaporization thereof, and releasing the same while in highly heated but unvaporiz'ed condition, and igniting it.

2. The method of forming and igniting chamber under vaporizing heat and simultaneously applying pressure thereto to prevent vaporization, and finally releasing the heated and compressed liquid fuel oil into the compressed air and simultaneously igniting the same.

3. The method of forming and igniting explosive charges ofiinternal combustion engines which comprises in compressing air into a heated chamber, maintaining fuel oil under sufficient pressure within the heated chamber to prevent vaporization thereof, the 1 heat of the chamber being maintained at a temperature above the vaporizing and igniting point of the oil, and finally releasing the oil under pressure into the heated chamber.

. 4. The method of forming and igniting the explosive charge of internal combustion engines which comprises in compressing air into a chamber maintained at a high temperature maintaining a' fuel oil within said chamber and at a temperature above the igniting point of the oil and maintaining the same under pressure to prevent ignition or vaporization thereof, and finally releasing the fuel oil into the chamber, and utilizing the temperature of the chamber to vaporize and ignite the oil.

5. The method of forming and igniting the explosive charge of internal combustion engines which comprises in compressing air into a chamber, confining a vaporizable fuel within said chamber, at a temperature higher thanthe igniting point of the fuel, and under pressure sufficient to prevent ignition or vaporization thereof and finally increasing the pressure of the fuel, and releasing thesame to allow the expansion thereof in to the chamber.

6. The method of forming and igniting the fuel charge of internal combustion engines which comprises in maintaining a vaporizable fuel at a'temperature above the point of ignition thereof and under sufiicient pressure to prevent vaporization and ignition, then releasing the heated compressed fuel to vaporize and to ignite the same, and simultaneously supplying steam thereto.

7. The method of forming and igniting explosive charges of internal combustion engines, which comprises in compressing steam into a heated chamber, confining a vaporizable fuel within said chamber, maintaining the chamber at a temperature above the igniting point of the fuel applying pressure to the fuel to prevent ignition or vaporization thereof, and finally releasing the fuel into said chamber.

8. The method of forming and igniting the explosive charge of internal combustion engines which comprises in supplying water to. the engine, utilizing the heat of the engine to convert the same into steam, compressing the steamand air into a heated chamber and confining within said chamber vaporizable fuel at a temperature higher than the igniting point thereof applying sufficient pressure to the fuel to prevent ignition or vaporization thereof, and finally releasing the fuel into said chamber.

In testimony whereof I have hereunto set 10 my hand in the presence of the subscribing witnesses, on this 27th day of June A. 1)., 1911.

GEORGE FREDERICK WHEELER.

Witnesses:

C. H. WARNER, R. E. WATROUS.

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