US2393085A - Internal-combustion engine - Google Patents

Description

' Jan. 15, 1946. w. L. wUEHR INTERNAL-COMBUSTION ENGINE Filed Aug. 25. 1944 INVENTOR; M7/fam L. Wye/5r;

y kbm ATTORNEY vPatenten] Jan. l5, 1946 UNITED STATES PATENT OFFICEl mTEnNAL-conmos'non ENGINE william L. wueln, Port Arthur, "rex.

` nppucauon August z5, 1944, serial No. 551,0so

iz claims. (ci. 12s-s1) to provide an engine of the type aforesaid in which better controlof the combustion is obtained with the air pressure capable of variation with changes of load.

It is a further object of the present invention to provide an engine of the type aforesaid in which higher mean eifective pressures are obtainable than have heretofore been commonly employed.

It is a further object of the present invention to provide a compression ignition engine in which the various steps of the operating cycle are interrelated in such manner as to provide eiiicient high speed operation with low fuel consumption.

Other objects of the invention Will be apparent from the annexed specification and claims.

The nature 'and characteristic features of the invention will be more readily understood from the following description, taken in connection with the accompanying drawing forming part hereof, in which:

AFigure 1 is a horizontal central section view through a portion of an engine in accordance with the present invention; and showing the pistons at the outer ends of their strokes;

Fig. 2 is a fragmentary view of a part of the structure shown in Fig. 1 and showing the pistons at the inner ends of their strokes;

Fig. 3 is a transverse vertical sectional view taken approximately onthe line 3 3 of Fig. l;

Fig. 4 is a transverse vertical sectional view taken approximately von the line Q of Fig. 1: and

Fig. 5 is a horizontal central sectional view showing a modified form of engine in accordance with the present invention.

It should, of course, be understood that the description and drawing herein are illustrative merely, and that various modifications and changes may be made in the structure disclosed without departing from the spirit ci' the invention.

Referring more particularly to the drawing a cylinder and piston construction; is illustrated which is particularly adapted for use with the compression ignition engine shown in my application for Letters Patent filed August 25, 1944 Serial No. 551,079. The engine herein described and illustrated is, however, of wider application.

As shown in Figs. 1, 2, 3 and 4, a cylinder l5 is provided. The cylinder I5 has mounted therein, for movement towards each other for compression and away from each other for expansion, two opposed pistons I9 and 20 which may be referred to as inner and outer pistons, respectively, and which are connected, for timed simultaneous movement, in any preferred manner, such for example as shown in my other application for Letters Patent hereinbefore referred to.

Each piston i9 and 20, at the head end thereof is provided with a central dished portion 2l which may be a segment of a sphere or other desired shape. A hollow senil-cylindrical port or passageway 22 is provided in the head portion of each of the pistons i9 and 20 and extends radially from the dished portions 2l to the exterior of the pistons I9 and 20 and -to the interior wall of the cylinder l5. v

At the center of the cylinder l5 an air chamber is provided which surrounds or encircles the cylinder l5 and is in communication with the interior of the cylinder I5 through inlet ports 36. The chamber 3E is provided with a valve 38 which functions as a combustion air inlet and scavenging air inlet valve, any suitable mechanism being provided for controlling the opening of the valve inthe proper timed relationship. An air supply chamber 39 is provided in communication with the inlet side of the valve 38 and an air supply duct 40 is provided in communication with the chamber 39 for supplying air under pressure, preferably at about one and one-half atmospheres, absolute, fromany suitable source (not shown) The inlet valve 38 is preferably moved to closed position by-means of a spring di and is moved' to open position in predetermined timed relationavailable time interval, a suitable fuel valve and I provided at the ends of the strokes of the pistons I8 and 29 and spaced longitudinally from the fuel valve 59 and from the ports 361 with exhaust ports 65 in communication with exhaust chambers 86 which surround or encircle the cylinder I5.

The cylinders I are preferably provided with cooling jackets 61 spaced from the outer wall of the cylinder I5 and with longitudinal openings 68 in the cylinders I5 for transfer of cooling fluid from one end oi.' the cylinder to the other. Fluid may be introduced through a pipe 59 and discharged through another pipe (not shown).

The mode of operation of the engine illustrated in Figs. 1 to 4, inclusive, will now be pointedout. Air from any suitable source of air under pressure, such for example as blowers (not shown), is delivered through the duct 49 to the air supply passage 39 at the inlet side of the air control valve 38.

commencing with the pistons I9 and 29 at the .f

outer ends of their strokes and with the air inlet valve 38 open, as the pistons I9 and 29 move inwardly the exhaust ports -65 at each end of the cylinders I5 are covered and shut off by the pistons I9 and 29. 'The air valve 38 has theretofore been opened so that air is introduced into the cylinder I5 through the inlet ports 38. The inlet ports 36 are preferably arranged in such manner as to give the incoming air a rotary motion within the interior of the cylinder I5. As the pistons I9 and 29 continue their inward movement, the valve 38 is closed. The air trapped in the cylinder I5 between the pistons I 9 and 29 and in the chamber 35 is compressed by the further inward movement of the pistons I9 and 29. As the pistons I9 and 29 approach each other air is further compressed by the pistons I9 and 29. A portion of the air is in the chamber 35 andv a portion is between the heads of the pistons I9 and 29 and in the dished portions 2| thereof.

As the pistons I9 and 29 reach the center of the cylinder they cut off the inlet ports 36, trapping a portion of the air under pressure in the chamber 35 and trapping another portion of the air in the space 2Ia. The clearance between the pistons I9 and 29 will be small.

The fuel charge in its entirety is introduced by and through the fuel valve 69 into the air trapped in the space 2Ia, and preferably after the ports 36 have been cut off. The fuel valve 69 is timed in its operation in any desired manner. The burning of the fuel inthe air in the interior space 2Ia provides a force'tending to separate the pistons I9 and 29. As the pistons I9 and,29 separate the air from the chamber 35 enters through the ports 36 with a rotary and turbulent motion and aids in the combustion.

The expansion of the gases upon combustion provides the Yforce for driving the pistons I9 and 29 in theusual manner. As the pistons I9 and 29 separate and approach the outer ends of their strokes, the exhaust ports 65 are uncovered permitting the discharge of the exhaust combustion products. As the exhaust ports 55 are opened by the movement of the pistons I9 and 29 the air 'inlet valve 38 .is also opened to provide scavenging of the cylinder I5. The air for scavenging enters through the valve 38, the chamber 35 and the ports 36 and drives the burned gases through the exhaust ports 65 while the pistons I9 and 29 are at the outer end portions of their strokes.

The pistons I9 and 29 then move inwardly as before and the operation is repeated, the engine functioning on a two stroke cycle.

In the form of the invention illustrated in Fig. 5, the cylinder I5 is provided with a pair of opposed pistons, as in the other form of the invention. consisting of an inner piston I9 and an outer piston 29 movable toward and away from each lother for compression and expansion. The pistons I9 and 20 at the head thereof are preferably of the type heretofore pointed out, with central dished portions 2l and with semi-cylindrical passageways 22, and a. central space 2Ia when the pistons I9 and 29 are together at the center of the cylinder I 5.

The cylinder I5 is provided at the central portion thereof with a chamber 35 which surrounds or encircles the cylinder I5 and is in communication with the interior of the cylinder I5 through inlet ports 36a spaced on either side of the center of the cylinder I5 or the inner end position of the pistons I9 and 20. The chambers 39 are provided with valves 39 which function as combustion air and scavenging air inlet valves preferably operated in the manner heretofore pointed out.

A fuel supply valve 60 preferably of the type' heretofore referred to is also provided.

The cylinder I5 is provided with exhaust ports 65 located at the outer ends of the paths of the pistons the ports 65 being in communication with exhaust chambers B6 which surround or encircle the cylinder I5. y

The mode of operation of the engine illustrated in Fig. 5 is similar to that of the engine illustrated in Figs. l to 4, inclusive. Air from any suitable source of air under pressure such, for example, as blowers (not shown) is delivered to the air supply passage 39 at the inlet side of the air control valve 38.

Commencing with the pistons I9 and 29 at the outer ends of their strokes, and with the air inlet valve 38 open, as the pistons I9 and 29 move inwardly the exhaust ports 35 at each end of the cylinder I5 are shut on by the pistons I9 and 29. The air valve 38 has theretofore been opened so that air is introduced into the cylinder I5 through the inlet ports 36a with a rotary motion. The supply of air is shut off and as the pistons I9 and 29 continue their inward move-I ment the air trapped in the cylinder I5 between the. pistons I9 and 29 and in the air' chamber 35 is compressed by the further inward movement of the pistons. As the pistons I9 and 29 approach each other air is retained in the interior space 2Ia vand a portion of the air is forced through the ports 36a into and is retained in the chamber 35. The pistons I9 and 29, as they near the center of the cylinder I5, cut o the inlet ports 36a, trapping` a portion of the air under pressure in the chamber 35 and trapping another portion of the air in the spaceZIa. A larger clearance may be provided between the pistons I9 and 29 than in the other form of the invention.

The fuel charge in its entirety is then introduced by the fuel valve 69 into the air trapped in the interior space 2Ia. The burning of the fuel in the air in the interior space 2Ia provides 70 a force tending to separate the pistons I9 and 29. As the pistons I9 and 20 separate the air from the chamber 35 enters through the ports 36a with a rotary and turbulent motion and aids inthe combustion. 75 The expan ion of the gases upon combustion provides the force for driving the pistons i8 and 20 in the usual manner. As the pistons iland asesora means in the pistons in communication with said 2l separate and approach the o uter ends of their strokes the exhaust ports 65 are uncovered, per-l mitting the discharge of the exhaust combustion products. As the exhaust ports Ii are opened by the movement of the pistons i! and 20 the air inlet valve I8 is also opened to provide* scavenging of the cylinders I as heretofore pointed out. The pistons i9 and 20 then move inwardly as before, and the operation is repeated.

The engine thus functions'on a two stroke cycle.

I claim:

fuel injection meansand said space for vthe de livery of fuel into said space. 1

5.- In a compression ignition engine, a cylinder having air inlet ports and exhaust ports spaced longitudinally from said air inlet ports, a charm.

ber in communication with said air inlet ports,

valve means for controlling the supplying of air to said chamber for scavenging and for com pression, opposed, pistons reciprocable in said cylinder, said .pistons having hollow portions at 1. In a compression ignition engine,l a cylinder,

a pair of pistons in said cylinder adapted tomove toward and away from each other, said pistons having head portions providing -a compression and combustion space withinsaidpis-' tons when the same are contiguous, an'air cham-'- ber having inlet ports in communication with the interior o1' said cylinder when said pistons are separated and cut od from communication with the' interior of seid cylinder when the pistons are together, said air chamber providing a re#- v v2li ceiver for air compressed by the movement o f said pistons, said pistons having a passageway the head ends thereof providing a space therein, said pistons in their movement toward each other being adapted to cut ofi said l'inlet .ports and trap a portion of'the' air compressed'by said pistons in "said chamber and another portion 'A in said'space,` and means for supplying fuel into '1 said air inlet ports, a chamber in communication with said air inlet ports, valve means for controlin communication with said space, and fuel valve means in communication with-said passageway.

2. In a compression ignition engine, a cylindenj a pair of pistons in said cylinder adapted to move toward and away from eachother, said pistons' having dished head portions 'providing'a `comT ling the supplying of air to said chamber for 4.scavenging andfor compression, opposed pistons 'reciprooable in said cylinder to positionsv to cut off said air inlet ports, said 4pistons having `hol" i low portions therein providing'an aircompression space, and means fory delivering fuel into said'; .ao 'j f i '7.In Aacompression ignition engine, a cylinder space.k

having fuel injection means and air inlet Aports pression and combustion space within said pistons, an air chamber having inlet ports. in`

communication with the interior of said cylinder when said pistons are separated and cut ofifrom communication with the interior of said cylinder when the pistons are together, meansjfor' sup#- a passageway in communication with said space,

arida fuel inlet valve in communication with.v

said passageway.

3. En a compression ignition engine, a cylinder having fuel injection means and circumferentially disposed air inlet ports, said cylinder also having circumferentially disposed exhaust ports'spaced longitudinally from said air inlet ports, a'chainloerv in communication with said air inlet ports, valve means for controlling the supplying of air to said chamber for scavenging and for compression, opposed piswns reciprocable in said cylinder, said pistons having spaces therein, said pistons in at the central portion thereof and vexl'iaust ports spaced longitudinally from said air inlet portstowardsjeach end thereof,A ai chamber in 'communication withvsaid'air inlet ports, valve means for controlling the supplying of airlto `said chamber for. scavenging and for compression, opposed plying air to said air chamber, said pistons having pistons reciprocable in said cylindertoward and away'from each other, said pistons being adapted to open said exhaust -ports at one portion of the .movement thereof and to cut od said exhaust I- ports Vat another portion of theinovement theretheir movement toward each other being adapted y of, said pistons also being adapted to cutoi'l said air inlet ports when the same vare together at the central portion of the cylinder, said pistons having a space therein for trapping a portion of the air compressed by the movement of said pistons, said pistons also having avpassageway therein' lor the delivery of fuel from said fuel injection means tosaid space.

8. In a compression ignition engine, a cylinder having fuel injection means and air inlet ports at the central portion thereof and exhaust ports spaced longitudinally from said air inlet ports towardseach end thereof, a chamber in cornfor controlling the supplying oi air to said chamtially disposed air inlet ports at the central partthereof, said cylinder also having circumferen-v ber for` scavengingand for compression, opposed pistons reciprocable, in said cylinder toward and movement thereof and to cul-l odlsaid exhaust tially disposed exhaust ports spaced longitudinally from said air inlet ports, a chamber in come` munication with said air inlet ports. valve means for controlling the supplying of air to said chamber for scavenging and for compression, opposed ports at another portion of the movement thereair in said vchamber'andi to cut oil' said air inlet A ports when the `same are together'at the center pistons reciprocate in seid cylinder, said pistons having hollow portions at the head ends thereof providing a space therein, said pistons in their movement toward each other being adapted to cut oil said inlet ports and trap a portion of the air compressed by said pistons in said charnber and another portion in said space, and port tially disposed air inlet ports at the ycentral por-y tion thereof and circumferentially disposed exhaust ports spaced longitudinally from said air inlet ports towards each end thereof, a chamber in communication with said air inlet ports, valve means for controlling the supplying of air to said chamber for lscavenging and for compression, opposed pistons reciprocable in said cylinder toward and away from each other, said pistons being adapted to open said exhaust ports at the outerV ends of their strokes and to cut/off said exhaust ports at other portions of the movement thereof, said pistons also being adapted to compress air in said chamberand to cut oif said air inlet ports when the same are together at the center of the cylinder and trap air in said chamber, said pistons having a space therein for trapping a portion of the air compressed by the movement of said pistons, said pistons also having a passageway therein for the delivery of fuel from said fuel injection means to said space.

10. In a compression ignition engine, a working cylinder having air inlet ports at one location therein and exhaust ports spaced longitudinally from said air inlet ports, a chamber in communication with said air inlet ports, valve means for controlling the supplying ofV air to said chamber for scavenging and for compression, means for compressing air supplied through said valve means in said cylinder and in said chamber, said means including a, working piston having a portion adapted to cut oi said air inlet ports at one ypart of its movement for trapping airr under compression inv said chamber and adapted to release the trapped air into the cylinder; upon its return movement, the interior of the cylinder v having a space in continuous communication -therewith for receiving a part of the air compressed by the movement of the piston, and fuel injection means in communication with saidV space.

11. In a compression ignition engines. working cylinder having a side wall with air inlet ports Y at one location therein and exhaust ports spaced longitudinally from said air inlet ports, a chamber outside said side wall in communication with said air inlet ports, valve means for controlling the supplying of air to said chamber for scavenging and for compression, and means for compressing air in said cylinder and in said chamber, saidmeans including a working piston having a p0rtion adapted to cut oi said air inlet ports at one part of its movement for trapping in said chamber a part of the air compressed lby the movement of the piston, saidpiston also having a space therein for the reception of the remainder of the air compressed by the movement of the piston, and fuel injection means in communication with said space. A

12. In a compression ignition engine, a working cylinder having a side wall with air inlet ports at one location therein and exhaust ports spaced longitudinally from said air inlet ports, a chamber outside said side wall in communication with said air inlet ports, valve means for controlling the supplying of air to said chamber for scavenging and for compression, means for compressing air supplied through said valve means in said cylinder and in said chamber, said means including a Working piston having a portion adapted io WILLIAM L. WUEHR.

tov cut off said air inlet ports at one part of its

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