US1338289A - Oil-engine - Google Patents

Description

E. H. CROSSEN.

OIL ENGINE.

APPLICATION mu) MAY I6. 1919.

1,338,289. Patented Apr. 27,1920.

\ 06711? H.6R0 SSEN awf% m E. H. CROSSEN.

OIL ENGINE. APPLICATION HLED MAYIS, 191s.

Patented Apr. 27, 1920*.

4 SHEETS-SHEET 3.

'lwuwwtoa Ymu \k -m wt EDGAR H. 6770555 N E. H. UROSSEN.

OIL ENGINE. APPLICAUON FRED MM'IE, 19 19.

Patented Apr. 27, 1920.

UNITED STATES PATENT OFFICEQ EDGAR n. cnossnn, or FRANKLIN, rnmzsrnvauu. 1 I r OIL-ENGINE. E l

, Patented Apr.2'7,1920.

Original application filed June 17, 1915, Serial No. 240,4. Divided and this application me in c.

1919. Serial No. 297,684; I

To all whom it may concern:

Be it known that I, EDGAR H. CROSSEN, citizen of the United States, residing at Franklin, in the county of Venango and State of Pennsylvania, have invented certain new and useful Improvements'in Oil Engines, of which the following is a specification.

This invention relates to that class of in ternal combustion motors that is especially adapted to utilize as fuel, certain grades of petroleum or oil that is too heavy for use with carbureters.

In the accom anying drawings I have shown the embodiment of my inventive idea in a two-cycle, three-port horizontal engine; the drawings are, however illustrative merely, of one form of embo iment which 1 have found, by actual reduction to practice to be satisfactory. The invention is equally applicable to other types of two cycle, as well as to four-cycle engines.

In said drawings Figure 1 is a central, vertical, longitudinal section throu h the cylinder and combustion chamber of an engine constructed in accordance with my invention; the piston is shown in this view at the rear end of its stroke or point of maximum compression, this being also the position 'at which air enters the pump chamber.

Fi Qis also a central, vertical, longitudina section through the cylinder and combustion chamber of my improved motor, the piston being shown in this view at the for ward end of its stroke, this being the osition in which the fuel is transferred rom the ump chamber to the expansion chamber of t e cylinder.

Fig. 3 is an elevation of the outer end of the" cylinder head with the cap removed.

Fig, 4 is a side elevation of the cylinder head with the upper half in section.

Fig. 5 is an elevation of the. inner end of the cylinder head.

Fig. 6 is a central vertical section of a modified form of cylinder head and combustion chamber.

Fig. '1 is an elevation of the inner face of the head shown in Fig. 6. y

I will now describe the construction illustrated in the drawings with particular reference to the novel features there shown which are, the combustion chamber and the surrounding structure immediately associated and coiiperating therewith.

Within the head lof thecylinder, I;provide a combustion chamber 2, the innerjend of which is provided with one or more portsas 3, 4:, which are positionedadjacent to and communicate with the expansion chamber 5 of the cylinder which is at the rearward face of the iston 6.

Said com ustion chamber 2 is completely surrounded by the water-jacketed walls of said head 1, with the exce tion of the communlcatmg ports 3' 4' w ich form intercommunicatin means between said combustion chum er 2 and said expansion chamber 5. m

Theouter end of said head 1 is provided with a removable cap 7 for convenience of assembly and easy access to said combustion chamber. Said combustion chamber 2 is secured in position within head 1 andconcentric with the surrounding walls thereof,

by means of the oppositel -disposed (lugs 8, 8, for the reception of wliich, two. corresponding recesses are rovided in the jointface of said head 1. crews}? passthrd '31 said lugs 8 into the ad'acent walls or said head and serve to 1101 said chamber 2 in position. Said combustion chamber is, as above stated, concentric with the adjacent surrounding walls of head 1 and is of smaller diameter than the inclosing chamber therefor in said head so that an intervening space 10 is formed between the juxtaposed walls of said chamber and head. Said space 10 is accessible to the gases of combustion. the purpose of this provision being to maintain said combustion chamber ate high and even heat throughout itwholaextent by subjecting substantially the whole of the superficial area to the heat of combustion; whereby the fuel oil. as it enters said chamber is lnstantly, and as nearly as possible, completely vaporized. y a

The fuel oil is injected into said combustion chamber from the rear thereof through a suitable nozzle 11 and with sufiicient force to project it horizontall across said chambar 2 into contact with the inner wall thereof. and, inasmuch as the walls of said chamher are maintained at a red heat the 'oil 106 is u ually completely vaporized. before it comes into contact with the walls of said chamber, but, in case it is not f ully vaporized in passing across said chamber 2, any unvaporized portion is converted into vapor when it strikes the wall of said combustion chamber opposite to the side at which it enters-sce Fig. 1.

The fuel oil may be supplied to the con bustion chamber by means of any suitable pump, the action of which is so timed that the oil will be injected into the combustion chamber at substantially the moment of highest compression, asshown in Fig. l. The port 11' through the rear wall of the combustion chamber, adjacent to said nozzle 11 may be any desired size which best suits the purpose, and it may be lar e enough to serve as a cleaning-out port w 'ien cap 7 is removed.

Provision is made for starting the engine in the following manner:

In the lower art of combustion chamber compartment 0 head 1, is formed an oilreceiving ocket 12, and into said pocket is introduce the open end of a retort- 13 which is a tubular element closed at its lower end; said retort is suitably inclosed by a hood 14, having an opening lfi through which the flame of a torch or other suitably generated heat may be directed for the purpose of heating said retort. "When the engine is to be started, said retort is first su ituhly heated, then oil is supplied to the combustion chain her through the nozzle 11; the oi thus supplied dralns into said heated retort and is vaporized thus forming the combustible element of the fuei, then as the piston brought to its compression position and the air compressed thereby forms an explosive mixture with said vapor, an explosion ow curs which starts the engine running, thereafter it will continue to operate in the normal way. 1

In Figs. 6 and 7 I have shown a niodijlicd form of cylinder head and combustion chamber. It will be readily noted by an inspection of Fig. 6 that the combustioii chain her 2 and the inclosing portion of head 1 are here shown to have the form of a truin cated cone with the smaller end thereof disposed outwardly. This form of head and combustion chamber has but one inter-omimunicating port 3, 3', which is located at the lowermost part of said combustion chamber and in alinement with said oil receiving-pocket 12.

It will be noted that distinction is made between the combustionv chamber 2 and the expansion chamber 5, and I wish to cm" phasize somewhat upon the reason for this distinction. 'It-should be noted that, inasmuch as the zcombustibie element of the fuel (the fuel oil) is introduced into and practically all confined to said combustimi chi: inher, combustion takes place with; said and chamber, when, by the compressive action of the piston air is supplied thereto; the heat thus produced is imparted to the air within the expansion chamber 5 through the ports 3 4.

Because, however, of the restricted area of said ports, said importation of heat is somewhat prolonged, and the eiicct of said prolongation is an impulse upon the piston which approaches that obtained in a steam engine, and in this respect difiers perceptibly from the usual impulse of internal combustion motors where the full force of the explosions acts instantaneously upon the piston. In this respect, the construction herein disclosed is a material and desirable improvement over the construction shown and descril'ied in Letters Patent of the United States, No. 1,148,577 issued to me August 3, 1915. The construction here disclosed is further a material improvement over that shown in said patent in the respect that in the present construction, the fuel oil and the combustion thereof is con fined to the ombustion chamber 2; that if any of tin i'ucl oil enters the expansion chamber 5, or comes into contactwith the walls thereof, itis only the lighter frac tions which are wholly and completely combustible for this reason no carbon is deposited outside of said combustion chamber, and the piston rings do not become fouled or their efficiency reduced thereby.

I do not wish to be understood as claiming that all deposit of carbon is avoided by my construction, but I do attain the very important and desirable advantage of con fining all deposit of carbon to the combustion chamber 2, and the greater portion of this deposit forms upon that part of the wall of said chamber 2 which is o posite to the nozzle 11, where it flakes off by the action of the heat and is ejected through the ports 3, 3' and out through the exhaust port of the cylinder. This is the particular object of positioning a port at the lowermost portion. of said combustion cnr nber.

I am aware of the state of the art in respect to positioning the combusti niber of oil engines outside of the expansion chamber and, it is not my purpose to broadly claim such construction or arrangement; but I believe it to be new to so construct a combustion chamber of an oil engine as to expose the entire superficial area of the wells of such chamber to the heat produced by combustion; I also believe the particular construction and relative arrangement of the combustion chamber and expansion chamher here shown, to benew.

in the drawings which form a part hereof. l have shown an atomizer A which is especially adapted for sup ly m water to the expansion chamber 5, but, inasmuch as said atomizer is fully shown and described in a co-pencling application, Serial Number 297,683 the same is not here described in detail.

I claim the following: 1. An oil engine of the horizontal type comprising in combination a cylinder h Lv ing a combustion chamber and an expansion chimibcr, water-jacketed walls surrounding and spaced from the walls of said combustion chamber with the intervening space freely accessible to the heated gases of combust ion. fuel-oil injecting means adapted to inject fn'etoil into said combustion chamher from the rearward portion thereof iongitudinaliy across the same, and means of restricted. communication between said 5 chambers.

2. An oil engine of the horizontal type mg z-" 's gedit ham 5 subjected-to the'gilses r e emas;

pension chamber, and a water-jacketed wall intervening between and provided with intcrcommnnicating means for said chambers.

4. An oil engine, of the horizontal type, comprising among its elements, in combination, a combustion chamber arranged to her substantially all of its superficial urea sub ected to the heat of combustion, means for injecting fuel-oil into said chamber from its rearward portion and across the same against its forward wall, an expansion chamber, a Water-jacketed Wall interposed between said chambers, and an inter-com municating'port for said chambers, which intersects the lower peripheral Wall of said EOgllJUSClOIl chamber for the purposes speci- 5. An oil engine of the horizontal type, comprising among its elements, in combination, a combustion chamber arranged to have substantial! all of its superficial area. subjected to the eat of combustion, an expansion chamber, waiter-jacketed, wnlls Burs rounding and interposed between said chambers, and an interoommunioating port for said chambers, which a. ,3 I

tion of the lower peripheral fwlijl o'ombustlo'" chamberf or'th 4

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