US2191638A - Internal combustion motor - Google Patents

Description

Feb. 27, 1940. A D ADAMS, JR 2,191,638

INTERNAL COMBUSTION MOTOR Filed Aug. 9, 1938 Patented Feb. 27, 1940 2,191,638 v INTERNAL COMBUSTION Moron Amos D. Adams, Jr., Los Angeles, Calif. Application August 9, 1938, Serial No. 223,843

This invention is an internal combustion motor and more especially is concernedwith structural features in the arrangement of the inlet and the outlet valve pockets, and in the ignition devices and method, that is for example the spark-plugs and the firing time with the main 7 object of eliminating detonation in the cylinders.

In four stroke-cycle, combustion motors operating on the constant volume principle and which have the valves in a side pocket the Ricardo cylinder head made an advance in the reduction of detonation in motors working up to about a 6-to-1, compression ratio. At higher compressions the Ricardo did not effect a desired reduction of detonation but. use of special fuel tended to reduce the objection, and at the same time an improvement was made by increased atomization of the liquid fuel, but de-.

tonation still occurred even with improvement of ignition means.

' It was found that the turbulence generated by the Ricardo; head was the most important factor in overcoming detonation and this led engineers to develop combustion chambers with improved turbulence effects. It is observed that detonation occurs in larger combustion chambers more seriously than in smaller chambers when the compression ratio is above 6-to-1, due to the fact thatthe spark-plug flame propagation is not reliably fast enough to ignite all of the charge before detonation occurs.

Therefore an. object of the present invention is to make improvements in the motors of this class by the definite arrangement and form of the combustion pockets, aside from the cylinder, as will promote turbulence, facilitate fuelmixture, overcome lag of fuel vapor flow, and will effect rapid flow of the ignited fuel flame from the point of ignition at the spark-plug or plugs as the case maybe, into the relative cylinder space and to the locale of the inlet valves. or

valve of the relative cylinder.

Another object is to; provide a combustion motor having isolated or substantially isolated pocket spaces for the inlet of fuel vapor and the exhaust of burnt gases of combustion in such combination and relation to each other and to the relative cylinder of the motor as will overcome the deficiency of other motors of the same general class which do not overcome detonation.

Theinvention consists of certain advancements in this art as set forth in the ensuing disclosure and having, with'the above, additional objects and advantages ashereinafter developed and whoseconstruction, combinations and details of means, and the method, will be made manifest in the description of the herewith illustrative embodiments; it being understood that variations may be made within the concept 4 Claims: (Cl. 123191) of the invention as it is more directly claimed hereinbelow;

Figure 1 is a section axially of a piston cylinder and longitudinally of the related, superlaterally disposed exhaust pocket, with a sparkplug set therein, and

Figure 2 is a cross-section, through relative fuel inlet and gas exhaust pockets, on a plane above the end of the cylinder.

Figure '3 is a section similar to that of Fig. 2, showing a modified arrangement of the pockets,

and the preferred relation of two spark-plugs, one for each port.

Figure 4 is an axial section in which the pockets are directly above the cylinder end and have valves in the head.

, A Figure 5 is an axial section in which the pockets are directly above the cylinder end and provide a single inlet valve pocket flanked by exhaust valve pockets.

vFigure 6 is a cross-section through opposite pockets each opening into the cylinder at proximate points decidedly off the cylinder axis.

Figure 7 is a cross-section, above the cylinder end, through a"super-lateral group of pockets all in communication with the cylinder at a zone well to one side of the cylinder axis.

In Figs. 1 and 2, there is arranged on a cyl-- inder block 2 a head 3 having a wall 4 closing the end of the cylinder bore 5 with minimum clearance for the outwardly thrust piston 65. The end wall 4 opens by way of the inner end of an inlet pocket I to form a combustion space in the head 3 somewhat laterally of the cylinder 2 in such a manner as to provide at the inner end of I the pocket 1 a port or passageway B of considerably less than one-half the cross-sectional area of the cylinder 2; this port being formed by the rim of the cylinder at 9 and the inner end wall in of the pocket 1, Fig. 2. The pocket is provided with a suitable inlet valve l I, here shown as in the cylinder block, though it may be placed otherwise if so desired, within the invention.

The pocket 1 is shown as somewhat elongate and of contracting form to terminate at wall H3 which is concaved to direct infiowing fuel downwardly and the inner end of thepocket 1' arranged along a partition [2 extending radially from the cylinder axis and which separates the inlet pocket 7 from a relative, flanking exhaust pocket or combustion space I3 which is similar in details to the inlet pocket I. The exhaust pocket is provided with a suitable ignition device, as spark plug l6 and with an exhaust valve H5. The pockets 1 and [3 may differ as to volume but the arrangement shown is such that the incoming fuel vapor is subjected to much turbulence and effective mixture on suction stroke of the piston.

.01; thedischarge stroke the hot gas is directed for most efficient function toward the sparkplug I6 shown in Fig. 2 as positioned about on the line of the edge of the exhaust valve lip nearest the cylinder bore so that the plug will be in the hottest zone in the exhaust passage. It will be seen, then, that when the fresh, thoroughly mixed charge of fuel is compressed in the pockets and I3, the dense vapor at the exhaust valve l5 will be of highest temperature and willefiiciently ignite at the instant the plug is energized. The flame will then kick back through the port H at the inner, reduced end of the tapered exhaust pocket l3 and will fire the fuel in the cooler, inlet pocket 1. v

To further reduce detonation and promote firing, the partition i2 is provided with a fire-port l8 for direct passage of a pilot flame from the zone of the spark plug IS in the hottest part of the exhaust pocket l3 over to the cooler intake pocket I.

In cases where the flame propagation is not fast enough to ignite the compressed part of the fuel charge in the isolated pockets before detonation occurs, an adaptation as shown in Fig. 3 may be employed, in which a plug I6 is used in the exhaust pocket, as above set forth, and another spark-plug 2D is shown in the intake pocket l arranged, preferably, towards the piston end of the pocket 1. When the plugs function simultaneously, ignition and flame propagation are concurrent in the two pockets; when plug l6 functions first the flame originates in the pocket l3 and is followed by action of the plug 20 to set off the charge in pocket I, which is the inlet for cool fuel: in this form of the invention the pilot flame port it is optional.

In Fig. 4 the inlet and outlet valves 2! and 22 are mounted, in a head block '23, in respective ports leading into substantiallyspherical pockets on opposite sides of a partition 26 across the end of the relative cylinder so that the intake pocket 2G is separated from the exhaust pocket 25. constricted, circular port 2'l2l, respectively, with edges in a plane just clear of the piston 6 on full compression stroke. The spherical form of the pockets 2d-25 is highly conducive of turbulence and fuel mixture due to the cross eddies set up as the compressed fuel compacts into the pockets on compression stroke of the piston, and conversely, on ignition of the fuel by the device 28 in the hot exhaust pocket 25, the flame spreads across thetop of the near piston and to the cooler inlet pocket 24. A pilot port 29 is useful in this case to aid stimulation of the flame.

A variant of the spherical pocket form is shown in Fig. 5 where a fuel intake port 3|] opens at its bottom into the cylinder 2 and is flanked on opposite sides by exhaust ports 32 leading to respective exhaust pockets 33-34; each having an ignition device 35. The several pockets 3l333--3d are diametrically provided with relative respective valves 36-3l-38 opposite to relative ports to their cylinder 2; the pockets being spherical in internal form, so that both fuel and exhaust streams pass through the pockets on the most direct axis without friction incident to bent passageways, as between valves and the cylinder.

A further turbulence design of the motor is shown in Fig. 6 where an inlet pocket 40 leads laterally by end port 4| into the head end of Each pocket opens into the cylinder 2 by a cylinder 2 above which the pocket overlaps in directly opposite, symmetrical relation as to an exhaust pocket 42 which leads out from over the end of the cylinder 2 by port 43; in this case the opposite pockets lie on a chordmaterially distant from the cylinder. axis so thata noticeable turbulence is set up over the end face of the piston on its cycle strokes, and by the fuel flame generated by the ignition device 44 disposed at the inner edge of the exhaust valve 45. A pilot flame port [8 is useful in this form also.

A modification is seen in Fig. 7 wherein an exhaust pocket 48 is formed in the head 49 laterally of and radially from the axis of the cylinder 2 and in communication therewith by way of the inwardly converged port 50 overlapping the cylinder end; the face of the head! just clearing the out-thrust piston as shown in Fig. 1. Directly opposite sides of the pocket 48 are flanked. by outwardly flared intake pockets 5'l52 with respective passageways 5354 to the cylinder bore. The fuel charge is projected by the two pockets til-52 from one side of the cylinder, at the head, to the other side on somewhat converging lines of flow to meet and. be commingled and to medially return toward the exhaust pocket lll between the intake pockets 5l52. The fresh charge is fired by an ignition device 55 arranged in the exhaust pocket 48 near the inner or hottest edge of the exhaust valve 56. Ignition is here promoted in the cooler pockets til-52 by provision of fire-ports [8 in the walls separating the group of pockets.

What is claimed is:

1. An internal combustion engine having a piston cylinder and a means for igniting a fuel charge therein, and a cylinder head having a head wall lying across the cylinder'end for close clearance to its relative piston and the said wall being provided with a plurality of elongate, transverse, isolated, intake and exhaust combustion pockets for high compression ratio, and said pockets having isolated port portions, in the said head wall, f overhanging the near end of the cylinder bore and both being on the same side of the cylinder; said ports being closely contiguous 2. An engine as in claim 1, and the ports terminating side by side within a half circle across the end of the cylinder bore; whereby to cause tangential and circuitous flow. of gaseous fluids to and from the cylinder and the pockets.

3. An engine as in claim 1, the inner ter-' minal wall face of said isolated intake and exhaust pocket ports being concaved and faced toward the cylinder end for a smooth arcuate, bend of the expanded gases and flame from the pockets.

LA motor of the class'described having a cylinder and a head with shallow, transverse, elongate, isolated'combustion pockets in 'end to end relation as tothe cylinder; the pockets being both on one and the same side of the cylinder, and having ports to the cylinder, both ports being circumscribed in one andthe same half circle area across the piston end projected, and

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