USRE20254E - h robertson - Google Patents

Description

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w. H. RoaERTscN I NTERNAL COMBUSTION ENGINE Gx'ginal.- Filed Dec. 13, 1919 4 Sheets-#Sheet 2 Jan. 26, 1937. w. H. RoBlERTsoKN Re 20,254

INTERNAL CONBUSTION ENGINE 7 l l Original Filgd Dec. 13, 1919 4|y Sheets-Sheet? 1 J/ i. .7( .97 V l, 2x

` Y Are E anni."

l INIENTOR Jan, 26, 1937. w. H. Roar-:TSoN

INTERNAL `counus11o-uorus Original Filed Dec. 13, 1919 4 Shasta-Sheet 4 engines,and more especially to two cycle engines u seams Jangze, les? INTERNAL Aits.' 20.254

[PATIENT OFFICE winmix. mmnsmmomt' i'igliial` application December 13, 1919. Serial No. 344,715. Divided June 14. 1928. Serial No. 285,414, now Patent No. 1,879,910, dated Septomber 27, 1932. Application for reissue September 25. 1934. Serial No. 745,480

13 (Cl. 12S-32) f in such a manner as to'be thoroughly mixed with 'Ihis invention relates to internaicombustion of :the Diesel type.

One aim of the invention is to provide an engine having the highest possible thermal efflciency, and, in carrying out this aim, novel means are provided for securing an intimate l mixture of the air for supporting combustion and the fuel separately injected into the cylinder; novel means are provided for scavenging the engine in the most effective manner;A and novel lmeans are provided-for utilizing the energy of the exhaust gas.

I aim to secure high thermal efficiency by providing that Vthe air. use'd to support combustion shall be initially compressed bythe operation of the engine and that it shall be caused to swirl through the engine 4cylinder in order more thoroughly to mix with the injected fuel. The air which enters the cylinder after the explosion has taken place is likewise caused to rotate as it passes through the cylinder so that, by its swirling action, this air will effectively scavenge the cylinder.

In order to utilize lthe energy of the exhaust gas, I provide that the exhaust shall pass through a turbine, preferably of the De Lavaltype, be-

- fore passing into'the atmosphere.

Another object of the invention is to secure as perfect a dynamic balance as possible. One manner of accomplishing this result is to provide two oppositely reciprocating pistons in the cylindex', said pistons cooperating with oppositely revolving crank shafts which operate oppositely revolving iiywheels. By ymailing the moving parts of equal Weight, the vibration which one set of parts would tend to set up is oifset by the equal and oppositeeifect of the other set of parts which operates contrarywise.

A further object is to reduce to a minimum the weight of the engine' per horsepower. This object is accomplished in one manner by utilizing ywheels of comparatively small mass and gear-l ing them up to the engine crank shafts so that the flywheel elements, by their increased speed, will be etiective to produce a steady flow of power from the engine.

In this connection it is a further object that the moving element of the engine operated sir compressor shall act as one flywheel element, and that the turbine rotor shall act as the other flywheel element. thereby reducing the number of parts as well as the weight per horsepower.

Another object of the invention is to provide novel means for injecting'fuel into the engine the-combustion air charge to insure a uniform fuel mixture.

A further object is to provide a valveless fuel pump for injecting fuel into the engine.

A further object isto'provide for the control of the engine speed by controlling the operation of the pump by the engine through manual means. lOne manner of accomplishing this object is to control the amount Iof fuel forced into .the engine cylinder during each cycle -of the engine operation. f

A further object -is to eliminate noise by providinga muiiler of improved construction which will relieve the exhaust ofa large portion of its energy while permitting a rapldescape into the outside atmosphere. In *carrying out this'ob- A ject I provide that the exhaust turbine shall act also as the rnuiller. In 'accomplishing this object, the number of engine parts and the weight per horsepower are reduced.

Other and furtherobiects and'advantages. of the present invention will be apparent from thefollowing description of a preferred embodiment thereof, reference being made to the acoompanying drawings.

In vthe drawings: y

' Fig. l is a side elevation of an engine embodylng the present invention;

Fig. '2 is a sectional view taken on line 2 2 of Fig. 1;

Fig'. 3, Fig. 4 and Fig. 5 are sectional views taken on line 3 3 of Fig. 2 showing the engine parts in their relative positions during different stages of the engine cycle;

Fig. 6 is a left end elevation of the fuel pump I and operating mechanism;

Fig. 'i is a sectional view taken on line ,'i-`i of Fig. 8 is a right end elevation of the fuel Dump;

Fig. 9, Fig. 10 and Fig. 11 are sectional views of certain parts shown in Fig. 7, showing stages of operation of the pump when set to deliver a relatively large amount ofA fuel per engine cycle:

Fig.' l2, Fig. `13, Fig. 14 yand Fig. i5 are sectional views similar to those shown in Fig. 7, Fig. 9, Fig. 10 and Fig. 11 showing stages of pump operation when the pump is set to deliver a relatively small quantity of fuel per engine cycle;

Fig. 18 is a sectional .view taken on line IS-il of Fig. 2; y

Fig. 17 is a sectional view Fig. 18 is asectional view taken on iia them a cylinder 33 in which slide pistons-34 and 35. Piston34 is connected by rod 36 with crank 31 formed preferably integrally with crank shaft 39. Piston 35 is connected by rod 39 with crank 49 also formed integrally with crank shaft 4|.

Shaft 39 directly drives gear 42, fuel pump cam 43, and planetary gear arm 44; while tur-` bine rotor 45 is mounted to rotate thereupon.

Shaft 4| directly drives gear 49, slide valve cams 41, 49, and planetary gear arm 49, while fan rotor 59 is mounted tot. rotate thereupon. -A turbine housing 5| mounted upon crankcase 3| is dividefd by a partition 52 into a turbine gear case 53 and a turbine rotor case 54. The end wall of housing 5| is provided with apertures 55 and with inwardly projecting Iledges 56 and 51, see Fig. 16; and the cylindrical wall of housing 5| is provided with internal gear 59, which meshes `with planetary gears 59 and 69, rotatably mounted on gear arm 44. Housing 5| is provided with holes a, see Fig. `16. Gears 59 and 99 mesh\ with pinion 9| attached to bearing sleeve 92 `which supports turbine rotor 45 which rotates normally in the direction of arrow. 45a.

Rotor 45 is provided with blades 93 arranged to be impinged upon by the exhaust gases which enter through exhaust pipe 64 and circulate through the rotor 45 and into rotor case 54 as indicated approximately by arrows 95. The ledge 59 divides the spent gases into two streams which tend to meet against the ledge 51. this ledge 51 i serving to divert the spent gases out through holes 55. Any part of the exhaust carried around by the rotor blades may escape through openings 55a; v' v Exhaust pipe 54 is connected with annular exhaust passage 19 of cylinder 33, and passage 19 is connected with cylinder 33 throughexhaust Ports '|I.

' mounted upon gear arm 49.

A fan housing 99 is provided with a fan rotor case 9 I` provided with a central aperture 92 communicating with fan gear case 93, which in turn is connected with the interior of crank case 32 through holes 94. Housing 99 is provided with an internal gear 95, see Fig. 2 and Fig.`1'l, which meshes with planetary gears 96 and 91, rotatably Gears and 91 mesh with pinion 99 which is directly-connected with fan rotor 59. The normal direction of rotation of the gearing is indicated in Fig. 17 by arrows 49a, aand 99a.

Fancasing 9| is connected by air intake pipe 99 with annular intake chamber 9|, see Figs. 2- and 19. Communication between chamber 9| and cylinder 33 is controlled by slide valve 92, provided with ports 93. i

Crank case 32 supports a rod 94, see Fig. 3

l winch supports bell crank levers 95, 96 carrying cam rollers 91, 99 respectively, cooperating with races providedwith cams 41, 49 respectively. Rollers`91, 99 are connected with arms' 99, |99 respectively of the valve 92. Levers 95, 9`6.co operate with counterbalance' levers |9 |92 respectively, mounted upon rod |93 carried by crank` case 32. I f

" 11 respectively.

masc

I Crank cases x3| and 32.fare provided with air |3| formed preferably integrally with a side wall of crank case 3|.

Frame |3|A is provided with fuel inlet e |32 connected with inlet pipe |33 which leads from Aa fuel tank, not shown. Passage |32 leads into inlet port |34 provided in sleeve |39. Frame |3| is provided with fuel outlet passage |35- connected with fuel outlet pipe |39 which leads to the fuel nozzle to be described. Passage |35 leads out from outlet port |31 provided in sleeve Levers |24 and |25 are provided with slots |44 and |45, respectively,v through which pass studs |49 and |41, respectively, carried by fulcrum plate |49. Plate |49 is provided with a slot |49 through which projects a stud |59 mounted upon a wall of crank 'case 3|. A spacing washer |5| is located between crank case 3| and plate |49 to maintain plate |49 in proper alignment.

As lever |25 must cooperate with elements located on opposite sides of cam 43,-said lever ,inlet ports and ||2. respectively, closed by f spring pressed valves ||3 and ||4, respectively,

|25 'is composed of section |254 carrying the cam roller |23, section |25c attached to plunger |29 and an intermediate connecting section |291).

Plate |49 carries a block |52 to which is attached by means' of stud |53 a bell-crank lever Y |54 which is rotatably supported upon the base 39. v

'I'he cycle of operations of the pumpis shown by Figs.' 7, 9, 10 and 11'. In Fig. '1, the plungers |29 vand |29 are located in touching relation opposite the fuel inlet port -|34. Turningcam 43 inthe direction of the arrow |55 causes the plungers nrst to be separated, as shown inl'ig.

L9, causiim fuel tobe sucked into -sleeve |39.y Further turning of cam 43 causes plungers |29 |39 at the end'of the compression stroke.

The speed of the engine is continued by moving lever |54 so as to raise or lower the fulcrum studs A |49 and |41.. Ifstuds |49 and |41 be moved to the upper-most position much less fuel win be pumped from the fuel ytanirand ejected Y into pipe |39. With the fulcrum studsin such a position, the operation ,will be as illustrated in Figs. l2, 13,v 14 and Y15 showing positions of the plungers corresponding to Figs. 7, 9 19' and It will obseryed in Fig. 13 that the plungers are retracted to a leer' extent than inFig. 9. Therefore Va fsmaller amount-orf fuel is sucked into the pump and ejected what the plungers come together again as shown in Fig. l5.

` '.lhe fuel nomic designated as a whole by numeral i will now be described. Nozzle i" comprises casting Ill extending through the cylinder wall and provided with a passage i6! connected with pipe i. Passage il! leads intoA passage I arranged axially of cylinder Il: and inpassage Il! is loosely Journalled a shaft |64. provided at each end with a perforated disc III.

Gears l2 and mesh with gears llt and ili respectively, carried by shaft |12 which is rotatably mounted upon frame I and carries a driving pulley ill. Pulle |13 may'be provided with a crank Ill for arting the englne`.

'Ihe operation of the engine is as follows:

Air for combustion and scavenging purposes is drawn during the suction stroke, through ports ill and il! into the crank cases 3| and 32. During the operation ofthe engine, the fan4 50 draws i air in through passages. M and blows it out through air intakes pipe 90 and into annular passage li where it is initially compressed. This air enters the cylinder J3 at a time to be described later and is caused to swirl by reason of the tan-A gential relationof pipe ll to the passage 9|. This swirling air is moved toward nozzle IIII during 'cyuaer than that furnished, merely by the displacement of the pistons. Hence, thev partial vacuum which it creates due to sucking ai:` through the crankicases faster than the pistons could pump it. would create a suiiicient vacuum to keep the valve ports iii, Ii! open'consfantly.

" At the end of the compression stroke fuel is elected through nozzle I" and spreads out over the surfaces of the discs I and fills the perforations. The swirling air as it passes through the perforated -discs picks up the fuely drops and causes them tobe whirled around together with Vthe'fuel mist which isthrown oifthe edges of the rotatingdiscs. In this manner an intimate mixture of fuel and combustion air is rapidly secured.`

The fuel .is preferably ignited by the heat of although the well known forms of electrical ignition may be used at-the start. The combustion space is preferably one-twelfth the displacementspacesothattheairwillberaised to a temperature suiilcient for fuel ignition purposes by git within the cylinder.

lDuring aportion of the combustion stroke the fuel continues to burn. and to develop power for driving tbepistons. The fuel pump is operated 'so that the maximum amount of fuel injected is suiiicient to consume substantially all of the` combustion air when the engine operates at full load. The enginespeed is decreased by adjusting the lever illscthatlessfuelwillbe injected.

As the pistons u and -Sl are driven outwardly. from positions shown inll'ig. 2 to positions-shown Fig. 3, this movement 'being indicated by arfla, the-exhaust ports 1i willbe the piston It uncovers ports 93. The swirling products'of combustion will pass out ports 1| into e Il in the manner the dividing of it by ledge 56 into two streams which meet against the ledge 51 is effective in preventing the sudden rush of the exhaust into the atmosphere.

l By the time piston 34 has moved to outer deadcenter position (see Fig. 4)piston 3l will have completely uncovered ports 93 in valve 92, permitting the initially compressed air in the chamber 9| to rush in and blow out the dead air at the end of the cylinder where nearest piston 35.

Asthe rotation oi' shafts Il and ll continues in the direction of arrows im and lia, respectively, the pistons 34 and 35 move in direction of arrows 34h and 35h respectively. While exhaust ports 1I are being covered by the piston 34, valve 92 is being moved to open position by cams 41 and. '48, so that by the time ports 1I are fully covered, valve`92 is in full open position as shown in Fig. 5.` Before ports 1| are closed, fresh lair.

which has been initially compressed by the outward movement of the pistons or the centrifugal blower depending on the speed of the motor, will `swirl through the cylinder and completely `drive out the exhaust. This fresh air by its whirling motion tends to maintain its own plane of rotation, and, therefore, the mixing of the fresh air with the dead air will be reduced to a minimum.

After ports Il are closed, the s lide valve 02 remains open, permitting ladditional fresh air to pile up whateverpressure the blower may generate.

In an ordinary two-cycle engine the intake port would have been opened sooner than in the present invention, thereby allowing less time for 'the pressure of the exhaust to drop low enough for fresh air to enter. InV an ordinary two-cycle engine, the intake port would also have been lowing less time for fresh air to enter to drive out the exhaust, than is the case of the present A invention. "Therefore, the present invention is .closed before the exhaust port closed, thereby al- After-piston 3S. closes oifcommunication lbetween 1 e Il and .cylinder 33, valve l! begins moving to closed position which it reached by the time piston' II has reached inner deadoenter position. y

When the pistons Il and Il have reached the inner dead-center positions shownv in Fig. 2. fuel is again injected and burned, and the cycle of operations which has been described is repeated.

During the burning of the fuel the mixing of the burntairwith ireshalrisreducedtoaminimum in the present invention. 'Ihe fresh air is' caused to whirl as it enters the cylinder by means hereinbefore described. As this air is co it is still whirling and the fuel nozzle discs Il! take up vthis motion. By the time the pistons reach the inner dead-center the air is still whirling though retarded by the fuel nozzle stem and by friction of the air itselfj However, the discs |65 have stored some energy during the first part of the compression stroke and give up thisenergy to the air during the latterfpart of the compression stroke tending to maintain the whirling motion. With the pistons located at inner dead-center, most of the compressedair is conned between the discs |65.

As the pistons 34 and 35 separate, the air expands through and around the discs carrying the fuel oil with it, which burns as it is ejected from the nozzle and mixes with the air, timing of 'the' ilow of fuel being regulated by the movement of the fuel pistons V|28 and |29, operated by the cam 43 so that the flow of fuel vat any instant corre sponds to the flow of air passing through the discs as the engine pistons 34 and 35 separate. The proper ratio between the iiow of fuel and the flow of air past the discs is obtained by reason of the design of the cam i3. It is quite evident that by this method of having a proper ratio between the flow of fuel and the ilowof air past the ignition point that a complete and continu- Y ous Acombustion can be obtained at all speeds of the engine. The air supporting combustion has still enough whirling motion to maintain itself in its own plane of rotation, and, therefore,

the burnt air does not tend to mix with the fresh air which is pushing outwardly from the center point o'f they cylinder .toward the outer ends thereof.

Vibration is substantially eliminated by pro-e` viding in the one cylinder, two `pistons of equal weight which drive two crank shafts in opposite directions through connecting rods and cranks of equal weight; and by providing that the two shafts together with the respective parts rotating therewith shall develop equal kinetic energies. Since there is only one slide valve, the oscillating counterbalances IDI and |02 are provided.

By eliminating vibration the extent of use of the engine is greatly increased. It can be operated without a heavy foundation and therefore may be readily transported while in operation. It can therefore e constructed as a portable power device for all sorts of purposes, including domestic use and use as the prime mover of a portable hand tool such as a drill, saw or planer.

some of the energy of the exhaust into useful power, and, at thesame time, serving as one element of an exhaust muilier.

It is to be understood that the invention is not Arestricted to the particular impulse turbine disclosed, but that other types such as the conventional De Laval type may be used. In such a case the exhaust would enter on one side of the turbine rotor a'nd leave on the opposite side, and would then pass into muiiler es in the tur- .bine case and then out into the atmosphere.'

It is to be understood that some form of cool# ing system is used for cooling. the cylinder and fuel nozzle. For sake o f clearness. the cooling system has been omitted from the drawings.

While the form of mechanism herein shown and described constitutes a preferred form of embodiment of the invention,`it .is to b e understood that other forms might be adopted, all coming within the scope of the claims which follow.

The present application is for a reissue of a division of my former application led on the 13th day of December,vl919, Serial No. 344,715.

I claim:

1. In an internal combustion engine, the combinationwith a cylinderand a piston reciprocating therein; of a crank shaft connected with the piston; a fuel pump comprising a cylinder having inlet and outlet ports, apair of pistons, reciprocating in said cylinder, and mechanism positively connecting each piston with the crank shaft for separating the inner ends of the pistons adjacent the inlet port, then moving the pistons in substantially constant spaced relation to po sitions adjacent the outlet port whereby to closeA oif the inlet port and Vto open the outlet port, then moving the pistons together adjacent the outlet port, and then moving the same in substantially constant relation until the 'inner ends thereof are again adjacent the inletl port.

Y 2. In an internal combustion iengine, the combination with a cylinder and a piston reciprocating therein; of a crank shaft connected with the piston; a fuel pump comprising a cylinder having-inlet and outlet ports, a pair of pistons reciprocating in said cylinder. and mechanism positively connecting each piston with the crank shaft for separating the ixiner ends of the pistons adjacent the inlet port,l then moving the pistons ln substantially constant spaced relation to positions adjacent the outlet port whereby 'to close off the inlet port and to open Ythe outlet port in timed relation with the translatory movement ofthe engine piston, then moving the pis` tons together adjacent the outlet port, and then moving the same in substantially constant relation until the inner ends thereof are again adjacent the inlet port; and means for adjusting the mechanism to vary the separation of the pistons.

3. In an internal combustion engine, the combination with n. cylinder and a piston reciprocating therein; of a crank shaft connected with the piston; a fuel pump comprising a cylinder having inletand outlet ports, a pair of pistons reciprocating in said cylinder, and mechanism positively connecting each piston with the crank shaft, for separatingr the pistons to uncover the inlet port and to suck in fuel, for transferring ciprocating in said cylinder, and mechanism pcs- .itively connecting each piston with the crank shaft, for separating the pistons to uncover the inlet -port and to suck in fuel for transferring said fuel from the inlet port to the 4outlet port and thereby closing oil' the inlet port prior to opening the outlet port and for moving the 1 of the pistons wherchy'to vary the quantity of .fuel injected intothe engine cylinder.

w 5. In an internal combustionengine, the combination with a cylinder and a piston reciprocating-therein: of a fuel injector pump connected therewith having a pair of pistons reciprocating in the pump cylinder; mechanism positively connecting the engine and pump pistons for controlling the rate of fuel vnow in proportion to the rate of 4movementl of said reciprocating piston, Y

mui manually controlled means. for varying the quantity of fuel to be injected while maintaining the time relation of the different movements cf said pistons in the cyclic operation thereof substantiallyconstant for all adjustments.J 6. A process of combustion and thermodynamic conversion within an enginefcompriaing theconfinement within a'limite'cl space of agaseous working medium consisting substantially entirelyof unburnt air, compresdon of said confined air .to reduce theV volume, the introduction of liquid fuel into the compressed air and misting thereof within a portion of the space occupied by the compressed air, .combustion of said fuel mist in its said air at the-end of the compression land continuing simultaneously with the introduction offuel during the expansion of theproducts of combustion.

l?. A process of combustion and thermodynamic conversion within an engine comprising the confinement within a limitedspace of a'gaseousworking medium conshting substantially entire-l ly of unburnt air, l.compression of 'saidv confined idr hy reduction of volume ,o f the space wherein itis connned, ,the gradual introduction of a liquid fuel .at a point in the space occupied hy the conflned air, misting of the fuel at `the-end of the compression and while being introduced in the space occupied bythe confined air. combustion of said fuel mist .as lthe' confined airI passes the zone of misting of said fuel duringthe expansion of the products of combustion.

8, In an internal combustione engine', the combination with a cylinder having a combustion zone at the headA thereof and a piston reciprocating therein vfor compressing air substantially entirely rearwardof saidY combustion none; of a fuel injector pump connected therewith having a pair of pistons reciprocating in the pump cylinder; and means cooperating with said engine for controlling the rate oi' movement of said pumppistonsinpropcrtion to therateofmovevmim,

ment' of said 'engine'pistcna said means being adapted for manual adjunme'nt to `vary. the

' amount or fuel injected.' Y

9. In an internal combustion engine. the cognbination with a cylinder having a combustion zone at the head thereof and a piston reciprocating therein for compressing air substantially entirely rearwardly oi said sone: of a fuel injector pump connected therewith for positively controlling the rate of injection of fuel within said cylinder in accordance with the rate of air flow e Dastsaid zone during 10. In an internal combustion engine. the ccmbination with a cylinder and Va piston reciprocating therein; oi?V a fuel injector pump connected therewith having a pair of pistons reciprocating in a Dump cylinder: positively connecting each piston to the engine; and means cooperating with said engine for positively co'ntrolling the rate of movement of said pump pis tons in proportion to the rate of movement of said'engine' piston, said means being adapted for l manual adjustment to vary the ammmtof ll. A'process of combustion and thermodynarnic conversion 'within an engine the confinement within a limited space of a gase ous working medium suh'stantiallyentirely of unburnt air, compresion of said conned air reducing the volume, the introduction of liquid i'uel into the compressed air at a acne of combustion at a rate such'that the now of fuel entering is approximately proportional to the rate of air flow past said sone during expansion.

12. In an internal combustion engine, the combination with a cylinder having a.V combustion zone at the head thereof and a piston reciprocat- -ing therein for compressing a' gaseous working medium substantially entirely rearwardly of said zone; of a fuel injector pump connected therewith for positively controllingl the rate of injectio'n of fuel within said cylinder in' accordance with the rate of flow of the comprmed medium past said zone during expansion.

i3. A process of combustion and thermodynamic conversion within an engine comprising the confinement within a limited space of a vgaseous vworking medium comprising unburnt air, compression of said confined gaseous medium rev ducing the volume, the introductionof liquid fuel into the compressed gaseous medium at a sone of combustion at a rate such'that the flow offuel entering is approximately to the' rate of iiow of said compreed medium past said zone during expansion.

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