US1494020A - Method of injecting fuel into internal-combustion engines and apparatus therefor - Google Patents

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W. RFEHM METHOD OF INJECTING FUEL INTO INTERNAL COMBUSTION ENGINES AND APPARATUS THEREFOR Filed Feb. 28, 1922 l/V VENTOR H A TTOR/VE V5 x [TED STATES PATENT orri Patented May 13, 1924.

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WIIiHELM RIEHM, OF AUGSBURG, BAVARIA. GERMANY, ASSIGNOR TO THE MASCHINENFABRIK AUGSIBURG-NUERNBURG, G-ESELLSCHAFT, OF AUGSBURG,"

GERMANY, A CORPORATION OF GERMANY.

METHOD OF INJECTING FUEL INTO INTERNAL-COMBUSTION ENGINES AND APPAEKA TUS THEREFOR.

Application filed February 28, 1922. Serial No. 539,906.

T 0 all whom it may concern Be it known that I, TILHELM RIEHM, a citizen of Germany, residing at. Augsburg, Stadtbachstrasse 7, State of Bavaria, Germany, have invented certain new, and useful Improvements in Methods of Injecting Fuel into Internal-Combustion Engines and Apparatus Therefor: and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

The present invention relates to the injection of fuel into the cylinders of internal combustion engines, and has to doparticularly with the injection of heavy fuels which must be associated with a lighter fuel in order to effect satisfactory ignition.

In the use of heavy oils, or similar fuels having a relatively high ignition point, it is common to employ a secondary fuel, preferably a lighter hydrocarbon of relatively low igniting temperature, for the purpose of attaining an initial combustion in the engine cylinder to generate a temperature sufficiently high to ignite the heavier fuel. The two fuels are commonly injected inclependently through separate openings. This process of ignition is, however, subject to certain disadvantages, such as frequent failure of the heavy-fuels to ignite, due to the fact that the burning of the "ignition fuel heats the gases within the engine cylinder locally to a temperature sufficiently high to cause ignition of the principal fuel, but does not raise the temperature of the entire cylinder to such a degree. Consequently, an excessive amount of the lighter ignition fuel must be used so that the temperature at all parts of the cylinder is sufliciently high to ignite the principal fuel. Furthermore, it is necessary that the ignition fuel be injected somewhat previous to the injection of the main fuel, so that combustion may be well under way at the time of the principal injection. To satisfactorily employ the above system of ignition relatively complicated fuel injection apparatus is required, and an unduly large amount of ignition fuel is con sumed.

It has also been proposed to admit both fuels through the same injection nozzle. Such a method has proven satisfactory in effecting reliable ignition of the fuel, but after a relatively short time of operation leads to accumulation of asphalt or similar tarry deposits within the injection valve and upon the parts of the cylinder adjacent this valve. Furthermore, at the end of the main injection operation the injection nozzle is filled with the heavy fuel. At the begin ning of the succeeding injection period, when it is desired to first force the lighter ignition fuel into the cylinder, the nozzle must first be freed of the residual fuel from the preceding injection period. Thus a considerable quantity of heavy fuel finds its way prematurely into the cylinder and is deposited upon the cylinder walls without being completely burned or, at best, is only inefficiently utilized.

It is a principal object of the present invention to provide a method for ignition.

of heavy fuels in the cylinders of internal combustion engines in a convenient and efficient'manner, which avoids the above mentioned difficulties. 7

More specifically, it is ,an object of the invention to effect satisfactory ignition in a system of the above type in which the ignition fuel and working fuel are independently injected into the cylinder, the working fuel being passed directly to the hottest portion of the combustion chamber.

It is a still further object to provide an apparatus for carrying out the above method in a convenient and satisfactory manner.

I have illustrated a preferred embodimentof my invention in the accompanying drawing, which is a vertical sectional view, somewhat diagrammatic, showing an internal combustion engine cylinder embodying my improved apparatus.

Referring to the drawing, 1 indica tw the wall of the engine cylinder provided with the usual inwardly extending member 2, which carries the parts of the injection valve. The inject-ion nozzles are preferably formed in an independent cap member a normally secured in position at the lower end of the member 2 by threaded ring 9' having an inwardly extending annular flange g for engaging a cooperating flange provided at the periphery of member a. t

The supporting member 2 is traversed longitudinally by'f-uel passages e and leadcylinder may be direct the jet of'heavy jet of ignition fuel andfit) around the member 0:.

ing from the supply reservoirs for the ignition fuel and heavierfoperating fuel, re-

spectively. I'liave illustrated a single passage for each of the two fuels, but it is obvious that any desired number of such passages may be employed. The fuel passage 6 is in. communication. with a plurality of injection nozzles d spaced concentrically Fuel may be admitted to the passage e and the injection nozzles d by any well known method, not shown, and is injected into the cylinder along a course approximately indicated by the dotted line d.

ignite at a point The injection of thetwo fuels may occur simultaneously, or the ignition fuel may be admitted slightly before the principal fuel, if desired.

While I have indicated that the injection nozzles b and dconsist of a plurality of openings uniformly spaced around the memher a, it is obvious that any other arrangement may be employed. I preferably em ploy one ignition fuel nozzle to each nozzle for the injection of the heavier fuel, as

shown.

While I have illustrated a preferred embodiment of apparatus for carrying out my improved method, it is understood that va- Undcr the particularconditions' of operation the jet d of fuel \Ylll rious modifications may be made in the details of construction and arrangement of parts without departing from the spirit of the invention, as defined in the appended claims;

I I claim:

1. Fuel injection apparatus for internal combustion engines, comprising means for projecting an ignition fuel to the engine cylinder along d verging paths, and independent means for in ecting diverging ets of working fuel directly to the point of ignition of said ignition fuel.

2. Fuel injection apparatus for internal combustion engines, comprising inlets for projecting diverging jets of ignition fuel into theeng-ine cylinder, and a plurality of inlets for introducing diverging jets of working fuel into the cylinder at angles to said first jets, said fuel jets intersecting at substantially the point of ignition of the ignition fuel.

3. Fuel injecting apparatus for internal combustion engines, comprising inlets for projecting diverging jets of ignition fuel into the engine cylinder, and a plurality of independent openings for introducing working fluid into the cylinder at angles to said first jets, said fuel jets intersecting at substantially the point of ignition of the ignition fuel.

4. Fuel injection apparatus for internal. combustion engines, comprising a plurality of inlets for admitting jets for ignition fuel to the engine cylinder, and a plurality of cooperating inlets for introducing jets of working fuel into the cylinder directed respectively to the ignition points of the several jets of ignition fuel.

In testimony whereof I affix my signature.

WILHELM RIEHM.

Witnesses:

ALEXANDER DE S0'ro, ALEXETS Pi-nnrrrorr.

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