US1532619A - Internal-combustion engine - Google Patents

Description

April 7, 1925. I 1,532,619

M.E.CHANDLER INTERNAL COMBUSTION ENGINE Fil ed April 7, 1925. 1,532,619

M. E.\ CHANDLER INTERNAL COMBUSTION ENGINE Filed Aug, 22, 1919 2 Sheets-Sheet 2 Byflum/W 1* 00M aiiotneys Patented Apr. 7, 1925 UNITED STATES v v 1,532,619 PATENT OFFICE.

MILTON E. CHANDLER, OF CHICAGO, ILLINOIS, ASSIGNOR T0 STROMBERG MOTOR DE- VICES COMPANY, OF CHICAGO, ILLINOIS, A CORPORATIONOF ILLINOIS.

INTERNAL-COMBUSTION ENGINE.

Application filed August 22, 1919. Serial m). 319,099.

To all whom it may concern:

Be it known that I, MILTON E. CHANDLER, a citizen 'of the United States, residing at Chicago, in the county of Cook and. State of Illinois, have invented a certain new and useful Improvement in Internal-Combustion Engines, of which the following is a full, clear, concise, and exact description, reference being had to the accompanying drawings, forming a part of this specification.

My invention relates to internal combustion engines, and relates particularly to proportioning the air and fuel admitted to such engines in a more simple, accurate and effective manner than has heretofore been possible, providing particularly whereby the quantity of fuel admitted to the cylinderof the engine per stroke will be. directly and automatically metered by the quantity of air drawn into the cylinder of the engine per stroke.

My invention aims to provide for the use of'the heavier and cheaper as well as the lighter and more expensive fuel oils as a source of motive power for internal combustion' engines providing for more thoroughly and more completely gasifying the liquid fuel irrespective of the quality thereof, than has heretofore been possible.

My invention aims further to .provide a system wherein not only careful proportioning and fine atomization of the fuel oil is obtained, but such troublesome adjustments as those heretofore required for maintaining an exact level of the fuel oil in the float chamber and those required in connection with extra air inlets, fuel inlets, or various compensating devices are eliminated. Such devices are ordinarily used to compensate for the fault common to all ordinary jet carburetors, i. e., delivering an excess of fuel and too little air at high speed, if set to deliver a correct mixture at low speed.

Heretofore, the disposition of the usual manual throttle control at the outlet of the carburetor has, by reason of its formation, tended to throw the mixture of air and fuel forcibly against the side walls of the passageway leading to the cylinderor cylinders of the engine to cause eddies and unequal currents. The tendency has been for small particles of fuel to be deposited on the walls of certain parts of the passageways, and cause a variation from the desired proportion.

In accordance with the teachings of my invention. I provide independent air intake and fuel inlet passageways leading to the cylinder or cylinders of the engine, I arrange a Venturi tube, well known to those skilled in the art, in the air intake passageway and employ a suction controlled element subject to the pressure in this Venturi tube, which suction controlled element is adapted for automatically metering the quantity of fuel admitted to the cylinder or cylinders of the engine. Thus the quantity of fuel drawn into the cylinder of the engine per stroke is automatically metered by the quantity of air drawn into the cylinder per stroke. The suction controlled element employed is adjustable in order that the amount of fuel admitted to the engine for a given amount of air may be varied to suit various grades of fuel, etc.

I have found such a system to be highly advantageous, as it is simple, reliable and economical. I do not intend to be limited to the construction disclosed herein, as it is apparent that the embodiments of the invention may be widely varied.

In order that those skilled in the art may be fully acquainted with. the nature and scope of my invention I shall describe a specific embodiment of the invention in connection with the accompanying drawings which form a part of the present specification, and in which:

Figures-1 and 2 are diagrammatic vertical cross-sectional views showing illustrative embodiments of my invention.

Although the engine 1 shown in vertical section in Figure 1 may comprise a plurality of cylinders, only one cylinder, 2, is shown. The cylinder 2 is provided with a piston 3 connected with the usual crank shaft (not shown) by means of a connecting rod 4. The cylinder 2 may be cooled in any desired manner, aS for example by the provision of a suitable water jacket about the top and sides thereof. This is immaterial in so far as my invention is concerned.

Air is admitted to the cylinder 2' of the engine by way of an air intake passageway 5. An air intake valve 6 controls the admission of air from the air intake passageway 5 to the cylinder 2. This air intake valve 6 may be actuated in any desired manner, as by means of the usual cam shaft as well understood by those skilled in the art.

A Venturi tube member 7 is arranged in the intake passageway 5 adjacent the outer open end thereof, the venturi passageway therethrough being co-incident with the air intake passageway 5. A throttle valve 8 is pivoted upon a shaft 9 extending across the air intake passageway 5, this throttle valve 8 being disposed on the outiet side of the Venturi tube member '7. The throttle shaft 9 is adapted to be rotated in the usual manner by means of an operating lever 10. This throttle valve 8 serves as the usual manual controlling means for the engine 1 and the only controlling means in so far as regular running is concerned.

A pipe line 11 communicates with the restricted portion of the venturi passageway 7, the aspirating effect created by the air passing through the air intake passageway 5 being the most effective at this particular point. The opposite end of the pipe line 11 extends through the valve chamber 13 and into communication with the interior of a collapsible suction controlled member 12.

4 This suction controlled member is in the nature of a bellows in that it is made to fold upon itself in much the same manner as the'air chamber of an accordion or of bellows of the usual type. The periphery of the upper fold of this bellows-like suction controlied member is fixed to the under surface of the top of the chamber 13. The valve chamber 13 is provided with a fuel outlet port 14, which fuel outlet port 14 communicates with a pipe line 15. The

suction controlled member 12 is provided with a suitable bottom wall which closes off the bottom of the folding chamber provided there within. A stem 16 is fixed to the bottom wall of the suction controlled member 12 and extends downwardly therefrom. The lower free end of this downwardly extending stem 16 is tapered to provide a suitable valve member, which valve member controls the fuel outlet port 14. A coiled spring 17 is interposed between the bottom wall of the suction controlled member 12 and'an abutment 18 which abutment 18 is fixed on the lower end of a threaded adjusting stem 19. The upper end of the adjusting stem 19 is provided with a finger piece 20 whereby the abutment 18 may be adjusted vertically within the collapsible suction controlled member 12 in order to increase or decrease the tension of the coiled. spring 17.

Adjustment of the abutment 18 downwardly and the consequent increase of the tension in the spring 18 will decrease the amount of movement of the valve member 16 upwardly for a given engine suction, consequently decreasing the proportion of fuel oil admitted to the pipe line 15 upon each opening of the air intake valve 6. The proper adjustment of this spring tension will be found to be the same for slow speeds as for high speeds, although means readily accessible to the driver might be provided for adjusting this spring tension during runnin if so desired. Such an adjustment might be particularly desirable upon starting. The most etiicient proportion of fuel oil to air varies with different fuel oils, this proportion even varying in different engines, and these variations may be readily compensated for by adjusting the tension in the spring 17. The pressure on the fuel should be high enough to spray the fuel oil into the cylinder in a fine mist, so that atomization in the cylinder gives the proper mixture.

In this particular embodiment of my invention fuel oil is supplied under a definite gravity head to the valve chamber 13 from a float controlled chamber 32", which float controlled chamber is replenished as the fuel oil is used, by way of a pipe line 33, which pipe line leads to a suitable tank (not shown). A float 34 is adapted for maintaining a substantially constant pressure of fuel in the valve chamber 13.

The valve chamber 13 is provided with a suitable relief valve in the form of a petcock 35 mounted in the top wall thereof.

It will now be apparent that upon opening of the air intake valve 6 suction will be transmitted from the engine cylinder 2 to the air intake passageway 5 and that responsive to this suction, air will be drawn in through the venturi passageway 7. Obviously the air drawn in thru the venturi passageway 7 upon each opening of the air intake valve 6 will create a suction in the pipe line 11, which suction will be transmitted from the pipe line 11 to the interior of-the suction controlled member 12. The bottom wall of the suction controlled member 12 will be lifted upwardly by this suction against the tension of the spring 17, thereby lifting the valve member 16 and opening the fuel outlet port 14. The movement of the bottom wall of the suction controlled member 12, and the valve member 16 carried thereby, and consequently the amount of opening of the port 14, is obviously determined directly and automatically by the suction created in the pipe line 11, which suction is determined by the quantity of air drawn through the venturi passageway 7. The quantity of air drawn in is metered to suit the demands of the engine, by rotation of the throttle valve 8 thru the operating lever 10 in the usual manner.

Thus it will be understood that the suction controlled member 12 forms an automatic metering device whereby the quantity of fuel admitted to the pipe line 15 by way of the port 14 is automatically metered by the quantity of air drawn into the cylinder of the engine. This charge of fuel oil is injected into the cylinder of the engine from the pipe line 15 by way of a plurality of restricted openings 21.

I provide a valve member 22 for controlling the flow of fuel oil thru the restricted fuel inlet openings 21. The upwardly extending stem of the valve member 22 is provided with a short section of insulation 50 within its length, whereby the two sections 23 and 24 are insulated from each other. The upper section 23 of this valve stem forms the core of a. solenoid 25, the coil 26 of which receives current through suitable conductors 27 and 28. The circuit supplying the coil 26 is controlled by a pair of contacts 29 and 30 interposed therein. A spring 31 serves to normally maintain the valve member 22 in closed position. The contact 30 is advanced by the engine 1 in any desired manner. This contact is preferably. although not essentially timed particularly when using the cruder and cheaper fuel oils when used as a source of power to engage the contact 29 just as the piston 3 begins its suction stroke, in order that the solenoid 25 will be energized and the valve member 22' opened upon the initial movement of the piston 3.

In such event the charge of fuel oil admitted to the pipe line 15, due to the asplrating efi'eet created in the pipe line 11 by the opening of the air intake valve 6, W111 be thrown upon the initial movement of the piston 3 into the vacuum belng created 1n the cylinder 2'. The fuel thus in ected is substantially free of air in the sense that any air that is admitted with the fuel is 1nsufiicient to support combustion. Upon being injected into the vacuum, the fuel will be very thoroughly atomized. due to the fact that the boiling point of a liquid falls with a decrease of pressure. Any of the llquid fuel coming into contact with the hot walls will at once vaporize, due to the low pressure and heat.

In this particular instance the air intake valve is timed to open subsequent to the opening of the fuel admission valve. The necessary amount of air is then drawn into the cylinder 2 thru the venturi passageway 7 and air inlet passageway 5, thereby forming an even mixture and quick burning charge in-the cylinder. It is, of course,.to

.be understood that the valve 22 is closedby spring 31 when the-charge of fuel oil has been sprayed-from the pipe line 15 into the cylinder 2.

The particularly timing arrangement of the valves 6 and 22 aboveexplained is not essential to my invention,- butis-set out only in orderv to make clear thena-ture of the various conditions under which a particular embodiment of my invention is highly successful. It is to be understood that the valves 6 and 22 may betimed to open simultaneously. Preferably the fuel injection valve is opened at the later part of the stroke. Any other suitable timing arrangement of these valves may be used. a

As shown in the embodiment of my inven-,-

tion illustrated in Figure 2 fuel oil may be supplied to the valve chamber 13 from a pressure tank 36 if so desired,- a pressure gauge 37 being provided to indicate the pressure therein.

In this embodiment of my invention the fuel intake valve 22 is actuated by a cam 38 mounted upon a secondary or cam shaft- 39, which cam shaft is driven by the engine 1 in the usual manner. The valve '22 is normally maintained in the closed position by means of a spring 31. The'upper end of the valve stem 40 co-operates with one end of a lever 41 which lever 41 is pi'yoted within its length as at 42. The opposite end .of

the lever 41 is provided with a suitable roller 43 whlch'roller 43 co-operates with the cam 38. Co-operation of the cam" 38 with the roller 43 will lift this end of the lever 41 upwardly about the ivot 42, there-' by forcing the opposite en of the lever downwardly and into engagement with the valve stem 40, moving the fuel intake valve 22' downwardly fromits seat against the tension in the spring 31'.

It will now be apparent that I have;pro,-' vlded for metering the air drawn into the cylinder of the engine, this metered air in turn automatically metering the quantity of' fuel admitted er stroke. The fuelinjected into the cylin er of the engine 'is'substantially free of air in the sense that any air whlch is admitted with the fuel is ins'ufiicient to support combustion.

' While I have shown the chamber-13 and.

consequently the suction controlled element 12 as subject to the pressure of the tank 32 or 36, and consequently affected by whatever variations of pressure might occur therein, the sensitive element maybe removed from the influence of said variations in pressure,

by mounting the same outside of the valve box 13, and having only the valve stem .16 pro ect into the same, or by any other suitable arrangement.

its

These features, together with the elimination of the troublesome adjustments heretofore required for maintaining an exact level of the fuel oil in the float chamber and the fact that the cruder and cheaper. as well as the more expensive fuel oils may be. used, are'highly im ortant' aspects of my'invention. .Obvious y instead of suction, pres sure created by theflow of air in the intake pipe 5" might control the feed of fuel.

While I have described my invention in connection with the details of particular 1 embodiments, it is tobe understood that these embodiments are merely illustrative and I do not intend thereby to limit the invention to such details, as I am awareand contemplate-that modifications and changes may be made without departing from the scope of my invention, which is set out in the appended claims.

I claim:

1'. The method of feeding an internal combustion engine which consists in, creating a flow of air, causing the flow of air to generate a drop in pressure corresponding to the flow, creating a flow of'fuel, causing the drop in pressure to control the flow of fuel, and directing the flow of air and fuel separately into a combustion chamber.

2. In combination, an internal combustion engine, an air passage leading thereto, a fuel passage leading to the engine separately from said air passage, means for con trolling the flow through said air passage,

said flow generating a drop in pressure, means for restricting the fuel passage and means for subjecting said restricting means to the drop in ressure to control the restriction of the fue passage thereby.

3. In combination, an internal combustion on ine having a combustion chamber, means or directing a flow of air into said combustion chamber, means for directing a flow of fuel into said chamber separately fromv said flow of air, means for controlling the air flow, said flow generating a drop in pressure, means for restricting the fuel flow, and means for subjecting said restricting means to the drop in pressure to control the restriction of the fuel flow thereby.

In Witness whereof I hereuntov subscribe my name this 19th day of August, 1919.

- MILTON E. CHANDLER.

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