US1474617A - Internal-combustion engine - Google Patents

Description

Nov. 20, 1923. v 3,474,617

E. G. BOGUSCH INTERNAL COMBUSTION ENGINE Filed April 5, 1919 28 15 .1 5 1 '7 i: i M

fefnw N 6 6 15 6 m A 7 J g 11 awn/raw sition of the throttle valve.

Patented Nov. 20, 1923.

UNITED STATES PATENT OFFICE;

EMIL G. BOGUSCH OF DETROIT, MICHIGAN, ASSIGNOR OF ONE-FOURTH TO CHARLES E. WISNER, 0F DETROIT, MICHIGAN.

INTERNAL-COMBUSTION ENGINE.

Application filed April 5 1919. Serial No. 287,771.

To all whom it may concern:

Be it known that I, EMIL G. Boouson, a citizen of the United States, residing at Detroit, county of Wayne, State of Michigan, have invented a certain new and useful Improvement in Internal-Combustion Engines, and declare the followin to be a full, clear, and exact description 0 the same, such as will enable others skilled in the art to which it pertains to make and use the same, reference being had to the accompanying drawings, which form a part of this specification.

This invention relates to internal combus tion engines, and its object is to provide a construction whereby oils of low volatility, such as a heavy petroleum. may be utilized in the same manner and with as great efliciency as the present type of engine utilizing a high grade of gasoline. In particular the object of the invention is to rovide a fuel inlet adapted to pulverize t e fuel as it passes into the combustion chamber and further to provide an engine construction in which the'fuel is discharged into the chamher during practically the entire intake strokel of the piston to secure the time element required for pulverization of the fuel and at practically the completion of the stroke to introduce the required amount of air to produce an explosive mixture. fun ther feature of the invention is in provlding the fuel inlet with means operating in conjunction with the throttle valve to vary the fuel flow in relation to the variation in fpo- Further eaturesof the invention are involved in the specific construction of the fuel pulverizing device. These and other objects and the several novel features of the invention are hereinafter more fully described and claimed and shown in the accompanying drawings in which- Fig. 1. is a. vertical section of an internal combustion engine embodying my invention.

Fig. 2 is a vertical section of the fuel pulverizing device.

The engine is of the usual four-cycle type, the cylinder 1 being of the usual character provided with a crank case 2 and with aplston 3 and piston rod 4 connected with the usual crank (not here shown). The cylinder is provided at the upper end with the usual spark plug 5 and in the construction here shown is provided with an inlet valve 6 at one side of the cylinder controlling a port 7 opening into a recess 8 that is open to the cylinder above the highest point occupied by the. top of the piston on the compression stroke. The inlet '7 is in the manifold 9 which has an opening to atmosphere. controlled by an automatic valve 10. Flow through the conduit is also controlled by means of a manually operable throttle valve 11, which may be provided-with a lever 12 attached to the stem of the valve and by means of which it may be turned, as indicated by dotted lines in Fig. 1. Fuel is introduced into the chamber 8 through what Ihave termed a pulverizer 13. This pulverizer consists of a centrally chambered plug 14 threaded for insertion through the u per wall of the chamber 8 and is provide with a valve seat .at the lower endfor. the valve 15, the stem of which extends upward through the central chamber 16 of the plug. A spring 17 is provided engaging a nut 18 0r head on the stem of the valve by means of which the valve is normally seated. This chamber 16 'is open to atmosphere by means of several conduits 19 which lead into the central chamber as indicated. Vertical conduits 20 are also provided opening into the conduits 19 at the upper end and into the face of the seat for the valve 15. These are air ports and the seating of the valve closes the said ports to the cylinder. Oil is supplied to this chamber by means of the atomizer 21 of small capacity which is in the form of a Venturi tube rotatably mounted in an aperture in theside of the plug. This tube at the point of greatest restriction is provided with a series of apertures 22. Exteriorly of the tube is provided a groove in which rides a collar 23. The collar provides a circumferential channel open to the fuel line 25'by means of aconduit 24 in the collar. The circumferential channel provides fuel for all the apertures 22in the atomizer. Passage of air through the Venturitube 21 g draws fuel from the tube 25 into the chamber l6 and through the cylinder as hereinafter shown. The source of supply of fuel is not here shown, but it is tobe understood that the tube 25 leads thereinto, and that the" flow of fuel through the tube25 is controlled by the reduction in pressure in the venturi 21.

As before stated, the engine is of the usual four-cycle type except that the main air valve 6 is opened at about completion of the intake stroke instead of at the beginning thereof as is usual. The valve 15, however, is an automatic valve and on the beginning of the intake stroke of the piston and as soon as the reduction of pressure in the cylinder is suflicient to unseat the valve 15, air and fuel is drawn through the chamber 16 and into the chamber 8 and thencev into the cylinder and the flow of fuel from the time of the opening of the valve continues during 10\ practically the entire stroke of the piston in support combustion.

order that only a small volume of fuel is drawn in at a single instant of time but, by arranging the engine to operate in the manner stated, the period of time of the inlet of fuel is continued throughout practically the entire stroke in order that the desired (pIiantit-y may be introduced. The fuel by t is arrangement may be very smallin volume and is mixed with the air by being drawn into the venturi 21 and is further pulverized in passing across the face of the valve 15 where it comes in contact with the fine streams of air through the conduits 19 and 20. By this arrangement the fuel is introduced into the cylinder in a very finely divided state as distinguished from the condition in which it would be found if the oil were introduced practically in a body. The inlet valve 6 under this condition must be mechanically operated in order that a pressure below atmosphere may be maintained in the cylinder for the roper period of time; Although some air is introduced through the pulverizer it is insufficient to Therefore, at about completion of the intake stroke of the piston, the valve 6 is opened and air flows in through the manifold to the extent required by the-degree of vacuum in the cylinder at the time of the opening. This final introduction of air provides sufficient oxygen to support combustion and produce an explosive mixture, and an oil of 10W volatility may be utilized in this engine by reason of the highly pulverized state in which it is introduced into the cylinder.

There are many engines at present which utilize an oil of low volatility but these are usually ignited by reason of a high degree of pressure attained in the com ression stroke. .This engine, however, is of t e ordinar type utilizing the electric spark for ignition and the problem involved is to secure so high a state of pulverization of fuel and mixture ofair therewith as to produce an explosive mixture. In practice I have found it most practicable to open the intake valve about thirty degrees before the finish of the stroke and to close at about thirty degrees-after the finish of the stroke during which movement of the piston ample time is given for introduction of air through operation of the degree of vacuum. The exhaust port is not here shown, but it is to be understood as being of the usual type preferably 'amount of air for-combustion.

mechanically operated. In the usual internal combustion engine a fuel charge rich in percentage of oil is usually required in starting the same, which percentage may be decreased as the engine speed is increased. The flow of oil in my improved engine may be controlled directly by the throttle valve. F or this purpose I have provided a lever 26 apertured to pass over the stem of the plug 13 and on which the spring 17 seats as indicated in the drawing. This lever is pivoted at 27 to a convenient standard 28 secured to the engine casting and to the end of this lever is pivotally connected'a link 29 which in turn is pivotally connected with a lever 30 secured to the valve stem or forming part of the lever 12. (ln operation of the lever 12 to open the throttle valve 11 the lever 26 is lowered as indicated by dotted lines in Fig. -1 which releases the companion of the spring 17 requiring a lesser degree of vacuum to open the same than is required when the throttle valve is practically fully open. With a practically closed throttle and spring 17 under greatest compression, the valve 15 opens later than when the throttle is opened and spring pressure reduced. Therefore, when only a small volume of air may be introduced, the amount of oil is reduced and vice versa.

From the foregoing description it is evident that this engine, although burning a low grade of fuel oil, is practicable by reason of the high state of pulverization in which the oil is introduced into the cylinder and therefore that a high state of compression to produce an ignltion thereof is dispensed with as is also the necessity of feeding the fuel to the cylinder under pressure as has been the practice in some cases heretofore; and that the'introduction of fuel is solely by reason of reduction of pressure in the cylinder which is depended upon to provide the necessary quantity of fuel and in the necessary highly pulverized state and also to introduce at the proper time the required Thus the engine is operative in a manner analogous to the well known internal combustion engine utilizin gasoline or fuel oil of high volatility and therefore one whose o' eration is readily understood by those familiar with the operation of engines of such type.

Having thus briefly described my invention, What I claim is 1. In an internal combustion engine of the four-cycle ty e including a cylinder ;and piston dperab e therein, a fuel inlet adapted to introduce fuel and air in a highly pulverized' state during substantially the entire intake stroke of the piston a spring-controlled valve controlling the said fuel inlet, an air valve adapted to open the cylinder to a flow of air at atmospheric pressure at about the completion of the intake stroke of the piston, a throttle valve controlling the volume of flow of air, and means whereby the opening of the throttle valve decreases the tension of the spring of 'thefuel valve.

2. 111 an internalcombustion engine of the four-cycle type including a cylinder and piston 'reciprocable therein, a fuel pulverizing device consisting of a chambered plug, a

' valve seating in the endof the plug, a spring for the valve 21 series of air conduits leading from atmosphere and opening through the seat of the valve, a fuel conduit opening into the chamber of the valve; the construction being such that a flow of fuel is caused by reduction of pressurewithin the cylinder, a main air conduit, the cylinder being ported at the upper end to which the air conduit leads, an air valve controlling the port,

means for opening the air valve at about the completion of the intake stroke of the cylin der, a throttle valve in the conduit for varying the flow of ai'r therethrough, and means cation.

. EMIL G. BOGUSCH.

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