US1187829A - Internal-combustion engine. - Google Patents

Description

J. W. HALL.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAR. 2-5. 1913.

Patented June 20, 1916.

5 SHEETS-SHEET I.

VVz fnessesf In ve, minor.

J. W. HALL.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAR. 25, 1913.

Patented June 20, 1916.

5 SHEETS-SHEET 2.

In ale ntor: glmvflww J. W. HALL.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAR. 25, I913.

Patented June 20, 1916.

5 SHEETS-SHEET 3.

In 2/6 rfifori J- W. HALL,

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAR. 25, 91a.

Patented June 20, 1916.

5 SHEETS-SHEET 4.

J. W. HALL.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAR. 25, 1913.

Patented June 20, 1916.

m 5 SHEETS-SHEET 5.

7 g 6 L L flyk l j j "I 1:9 1 L L L g rffl I 17 L 13 f: 17 1; l;

In we WM WWW a I] orney.

JOHN WILLIAM HALL, OF LONDON, ENGLAND.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented June 20, 19146.

Application filed March 25, 1913. Serial No. 756,634.

To all whom it may concern:

Be it known that I, JOHN WILLIA HALL, a subject of the King of England, residing at Brixton Hill, London, England, have in vented certain new and useful Improvements in Internal-Combustion Engines, of which the following is a specification.

This invention relates to improvements in internal combustion engines and has particular reference to an apparatus for supplying fuel to the engine-cylinder or combustion chamber.

By means of the present invention it is possible to employ heavy hydrocarbons, such as paraflin, although it is equally applicable for use with other liquid hydrocarbons, such as petrol or motor-spirit commonly employed in such engines. The invention may also be employed with gaseous fuel.

The type of fuel feeding device to which the present invention relates is characterized by a fuel displacer combined with a spring so proportioned as to enable the pressure of the air or other gas in the enginecylinder, when led to one operating-face of the displacer, to move that displacer to different positions against the resistance of the spring; the purpose of this combination is to effect by another face a displacement into the cylinder of different charges of fuel intended to be proportioned to the different pressures of air or other gas in the cylinder at the times when they operate the displacer. The weight of air or other gas in the cylinder varies directly, or approximately so, with the pressure, and therefore the movement of the displacer 'will vary very nearly directly as the Weight of air present, so that the charge of fuel supplied to the engine cylinder is measured and has its quantity determined by the quantity of air in the engine cylinder, as determined by its pressure, so that a substantially perfect combustible mixture of fuel and air is thus ob tained.

In a fuel feeding device such as above described the present invention comprises, according to one embodiment, the combination with a casing of a fuel displacer which is a sliding fit therein and is a differential or other piston device characterized by operating-faces which are entirely inflexible. Preferably there is also provided a timing device for the displacer. Thus a fuel feeder is obtained in which the displacer can have a great range of motion and can be operated With precision throughout that range, to measure at different times different quantities of fuel in proportion to the weight of air or other combustion-supporting gas in the engine-cylinder.

According to a modified construction the fuel-feeding device comprises a differential or other piston having its operating'faces entirely inflexible and chambers to contain fluid packing for that piston. Preferably there are three chambers, one of them being a fuel chamber intermediate of the other two.

According to a further modification the apparatus is so constructed that the displacement of the fuel is effected during the return (as distinguished from the primary) stroke of the displacer in order that the rate of delivery of fuel may be regulated independently of the rate of the primary impulsion of the displacer.

With any of the constructions above described there may be combined means for varying the speed of the return or delivery stroke of the displacer in relation to the speed of its primary stroke.

.Other features of the invention will be more clearly understood from the following description taken in connection with the accompanying drawings which illustrate preferred embodiments of the invention and in which Figure 1 is a section through the enginecylinder and a portion of the apparatus comprising one modification of the invention; Fig. 2 is a side elevation from the right of Fig. 1; Fig. 3 is a plan view of Fig. 1, part in section; Fig. l is a part sectional view of the regulating device for the apparatus illustrated in Figs. 1, 2 and 3; Fig. 5 is a sectional View of a modified construction of apparatus embodying the invention; Fig. 6 is a section on the line 6-6 of Fig. 5 looking in the direction of the arrows; Fig. 7 is a sectional elevation of a modified form of regulating device, Fig. 8 shows a further with the-spark causing the ignition. A conduit A forthe: supply of'fuel is in conneca j-closed b aspimaintains the valve in a positionthe conduit A to the jet Ax 1; I,

' In connection with the condult A there modified construction of fuel feeding device with means tov adjust the yield of the controlling spring, Fig. 9 is a diagrammatic illustration of a modified mounting of the spring controlling the pump regulator piston; and-Fig. 10 is. a diagrammatic representationof a modified construction of controlling spring.

Referring to Figs. 1 to 4: it will be seen that in connection with the mixin this jet may be so disposed in its relation to the ignition device'B that when the fuel 1 is injected-it will impinge upon the device.

and in this particular embodiment in linetion-withj the fuel jet A but is opened or form of lift valve C controlled g0 Whose load or tension is ad- 'justable a's by means of the nuts C? on a screwed part of the valve spin'dle. The

i valveis preferably of the Spherical type ,having a projecting'spindle 0? connected to the controlling spring, which. normally to close ,7 are preferably connected two other conduits I A each of which is in communication with {the barrel orcylinder 'A (see Fig. 3) of'a fuel pump. The pumps are preferably of the type in which theplunger A works in s a. cylinder of considerably greater volume than-the volume of'th'at portion of the plun ger worln'ng in it; Both plungers A are connected by a yoke A -and the'latter is connected, centrally of thetwo plungers, by

means of-a rod D with a piston D working in a cylinder D said piston and cylinder being hereinafter-referred to as a whole as the pump-regulator. The yoke is controlled in its movement bymeans of an adjustable spring D The plungers A and thepiston D each hasy-operating-faces which are entirely inflexible. 1 The umpba-rrelsor cylinders A are in COIlI1eCt101f,With the fuel supply reservoir by meansbf the 'c'onduitA,'the fuel being controlled in its admission to the pump-barrels'or conduits in connection with them. through a non-return valve or valves A.

In connection "'with the pump-regulator cylinder D T-ibe'tween the head of the cylinder and the, piston-head, is a conduit D con- .nectediat" its other end with the engine-cylchamber is a jet A by which the fuel is in ected andconduit D connectin E between the engine-cylinder and pumpcylinder D The timing device also includes another valve E in communication .-with that portion of the conduit D leading to the pump-regulator cylinder which,

at the moment of firing, will release the pressure in the pump-regulator to permit fuel to be supplied to the fuel jet valve in the manner to be more particularly described herein'after.

Thetwo valves in thetiming device for the pump-regulator may be similar to the valve described in connection with the fueljet and they may be controlled in their movement'by a lever E connected to them in such a manner that when an armature E rigidly secured to it is operated electro-magneticallyat the time of firing or just prior thereto by. the solenoid E the "valve E closing the conduit between the engine-cylinder and the-pump regulator will be closed and the other valve E? opened'throu'gh the conduit E to theoutside air. I i

In operation, the action of the apparatus is as follows :Assum'ing thatit is desired to utilize a heavy hydrocarbon as fuel it has been found that if a jet of a heavy hydrocarbon, such as paraff n, be played on to the spark gap of a spark plug, it will be ignited so. that with the present apparatus as described above it is possible to utilize the paraflinin this manner as the jet has been arranged to spray on to the sparking device. Assuming, that the piston in the engine-cylinderyis about to commence its compression stroke, it will, during compression, cause a small quantity of the compressed gas, which inthiscase-is air, to pass into the pump-regulator cylinder D by means of the the engine-cylinder and the regulator. he valve E in the pump-regulator timing device is, during the compression stroke of the engine-piston, maintained open by means of the spring E actingon the armature E to permit this passage of the'gas. The piston D of'the pump-regulator is consequently moved in its cylinder D? and in its travel withdraws the two pump-plungers A from their cylinders,

thus causing an induction of fuel to 'the pump-barrels A. During the movement'of the piston D its controlling spring D is becoming compressed. Near the end of its stroke the engine-piston closes the conduit Dand it is obvious that this conduit will be closed at the same point in the stroke of the engine-piston every time. Therefore if the temperature remains constant, the pressure at that point in the stroke of the engine-piston will be'a measure of theweight of'air compressed therein and if the spring D be suitably adjusted, the induction of fuel to, the pump-barrels or cylinders A? with thespark and is ignited thereby, or a' will be regulated in accordance with the weight of air compressed in the engine-cylinder so that only sufficient fuel is supplied leading to the pump-regulator, opening it to the outside air. By thus opening this valve theregulator piston is moved under the ac;

tion of its controlling spring so as to return the pump-plungers into their, cylinders and to force a quantity of fuelthrough the fueljet. In all cases the pump-plungers A must be returned to a definitely ascertained point and outward movement, regulating the volume of fuel induced into the pump-barrels J A is-regulated by the pressure in the engine-cylinder. The fuel passes into contact portion of it is ignited thereby, and with the aid of the oxygen contained in the air in the mixing chamber will be completely consumed and during its combustionwill, in the well-known manner, force the piston in the engine-cylinder in its outward stroke due to the expansion caused by the combustion.-

It will beobvious that the apparatus described is adjusted automatically in its supply of fuel to the, engine-cylinder with the position of the spark'in its relation to the stroke of the engine; that is to say, whether the spark be retarded or advanced the injec tion of the fuel will only take place at the moment of sparking. p

Owing to the advancing or retarding of the spark the ignition will not take place, at the same point in the stroke of the plston onall occasions, and the conduit between the' engine-cylinder and the um -regula'tor must be closed as by the va ve (Fig. 4)

or J 2 (Fi 6) or by the engine-piston before the comp etion of stroke "of the engine-piston. If a fixed spark were employed the conduit c'ouldopen .into the to of the enginecylinder'or at any oint a We or beyond the limit of'the stro e of the piston during compression. i

Preferably in connection with the conduit E from the-timing device E which allows the pump-regulator to move under theaction of its spring, there is employed a valve E which may be'controlled in anydesired man ner to regulate the rate at which the air is released from the cylinder *of the pump regulator. Thus, at high engine-speeds this valve may be fully opened, while at low engine-speeds the air will be "allowed to esing nozzles or otherwise.

cape ata slower rate, to allow for'the-variation in rate at which fuel'is supplied to the mixing chamber. The valve may be regulated by hand, asillustrated, by means of thescrewed spindle E or there may be leverconnections conveniently placed for control from the drivers seat.

A modified construction of apparatus for supplying fuel to the engine is illustrated in Figs. 5' and 16 in which the pumpregulator cylinder corresponding to D and now supply and with the engine-cylinder. A piston composed of two portions F and 1F, the operating faces of which are eni the portion F has provided for it a cylindrical guide F An extension F from the portion F has an enlargement F engaging one end of a coiled compression spring F located in a casing F forming an extension of the cylindrical guide F The cylinder F, barrel F and guide F "are surrounded by a jacket F having a cover F and the spaces N 9,. N provided by the jacket and cover are adapted to be filled with oil preferably under pressure, which pressure may if desired be obtained by passing air under compression from any partof the passage F through a non-returnvalveinto the up per part of the oil chamber 1?; Ducts F communicate between the oil-chamber and the cylinder F and guide F so that the oil will prevent fuel creeping into the, cylinders F or F in the well-known manner.

In connection with the barrel F is a oylindrical casing G having a conduit G connecting it with 'thebarrel F and'controlled by a ball-valve G normally held in place by a spring G An inner cylindrical member shown at F, communicates at one end with a duct controlled as more particularly de- 'scribed' hereinafter, and at the other end 'with'a barrel F in connection with a fuel flow from the duct G when the ball-valve is raised. A conduit Gr connects the casing G with the engine-cylinder or with the induction pipe of the engine.

Itis preferable when the fuel is not injected directly into the cylinder, to pump or force it, especially in the case of a heavy hydrocarbon, on to or through a wire gauze screen-or the like either by means of spray- This screen may be disposedin any convenient portion of the fuel injecting device or it may be disposed in 'the'induction pipe. In a similar manner a hollow cylindricalmember H communicates by means of a conduit H on theone hand with the fuel supply, and on the other hand with'the interior of the barrel F and is provided with a ball-valve H controlled by a spring H The timing or controlling device of cyl j seat and allow a small portion of the cornpressed gases to pass by means of the con;

tionbetweena conduit J leading tofthe in-- 1 inder is more particularlyillustrated in Figtinovhich. a valve J controls connecteriorof the cylinder and the conduit F while a second valve J 2 controls communi cationbetween the:conduit F and the out sideair which is opened'to the conduit F 1 by the ducts J StemsJ and iJ extend from the valve-l1eads J;and J respectively and are operated by cams J and-J respec-= tively on a cam-shaft J preferably through the medium of rockingarms.

,Itwill be; clear that during the compression stroke in the .engine-cylinder-the :cam J operates the valve J to raise itfromit's duitiJ through theconduit FF into'the cylinde'rf F, the valveJ meanwhile remainingv on .ltS seat and a closing COIDIHHIIICBUZIOD. be-v tween the outside air and the conduit F Thusthe piston F will be forced out of the.

igcylinder F against the action of the spring tobefullof. fuel iandv as thepistonF. is] displaceda-nd the piston F? of larger diam- F and-according to the degree of compression intheengineTcyIinder so=the piston will beforced to a greater or lesser extent out of the; cylinderfli. The barrel F is assumed eterqtake's its'place in the barrel F fuel will :be forced .through the; conduit Gr, cy

. lindrical member G andconduit G f into the -.engine-cylinder.;or-iinto the in uction pipe,

it ancLthe amount-offuel thus ejected will be=proportional to the extent to which the piston "F is moved-into thebarrel F that.

is to say, pro ortional to thepressure in the engine-cylin er, Before the mixture in the cylinder is jfired the cam J? is operated to close the valved and the valve J is lifted by the cam'J? to, allow the air to escape from the cylindergF thereby permitting the pis ;ton F? to return by the action of the spring F? toits initial position. Obviously as the piston F returns to the cylinder F fuel will be drawn into the barrel F. -through *the conduit H past the ball-valve H owing to the inductive effect of the piston F" of smaller diameter than the piston F tak inglthe placeof the latter in the barrel F Thus, assuming a four-stroke cycle there willbethree quarters.of the cycle allotted to the return of the; piston F to its normal pomay be, however, found desirable to alter cylinder. For this purpose a; differential. connection such as K may be introduced between the driving shaft-J and thecam shaft J so that the setting of the cam-shaft J relatively to the shaft J may be altered by siti'onunderthe action of the spring}? and for theinfiow of fuel to the barrel TF which is the: reverse in action of the construction described in; connection with Figs. 14. It

thetiming of the valves J and J relatively to the stroke of the pistonina-the enginemovingthecasing carrying the intermediate Wheels of. the. dilferentia'l' connection. A further modification of anelectrically I operated timing or controlling device to' take the placeofthedevice illustrated in Figs. 4c'and 6 is illustrated in Fig. -7. .A conduit -L takes the place of the conduits D and J and is connected at one end with the interior of theengine-cylinder, while at its other end it divides into two conduits L? and L ,'the former being controlled by a valve L and the, latter opening-into a chams ber Lt, The. spindle L of the valve L moves" in a cylindrical guide L and is maintained pressed down on its seatingnormally by the springU. Surrounding a ortion of the guide L is asolenoid win ingL? to be energized in the manner explained here-- other plug L?- having init a conduit L connecting with the regulator pump barrel such as D Fig. 3 or F in-F'ig. 5. The plug also provides a seat or bearing surface forthe' spring 'L which normally maintains the valve L1 in its place. Y

Assuming that thepiston in the enginecylinder is commencing its, compression stroke, the solenoid L will be energized from a source of electricalenergy controlled by any convenient form of commutator and contacts and by its-action it will raise the spindlev L in the guide L and thus lift the valve L? from its seating. The compressed gas then passes through the conduits L and Land thus presses on the top offithe valve L and on the base of the valve spindle L with equal pressure provided that the surface areas of these two members are equal.

Compressed gas-is thereby admitted to the duct L thence to the cylinderof the pump- -regulator. At a given point .in the comi 'pression stroke of the engine-piston, preferably before the completion of the stroke, the solenoid L is deenergized andthe valveL is reseated by the action of the spring 1L"; As the compression increases the. compressed gas is still allowed to flowthrough the duct L until finally-the pressure in the chamber Lis sufiicient to overcome the pressure of the spring L when the valve'L'? is raised from its seat andthe airis allowed to-escape from the cylinder of the pumpregulator through the conduit L .and ducts L L This enables the piston in the pump-regulator cylinder to be restored to its initial position.

There may be provided, in connection with the timing devices illustrated in Figs. 6 and 7, an adjustable air-leak such as E E E shown in Fig. 4. Thus it will be obvi ous that by suitably timing the apparatus all the controlling devicesdescribed may be arranged to deliver fuel either to the enginecylinder during the compression stroke or to the induction pipe in front of the inlet valve to be drawn in on the subsequent induction stroke of the engine. This may take place past a spring loaded spraying valve or a suitable cone nozzle maybe used at the point of discharge of the fuel into the induction pipe.

In some cases it may be found desirable to introduce between the cylinder and the controlling device such as E or its equivalent devices, a pressure chamber into which compressed gas is forced during the compression stroke and from which it is subsequently discharged into the pumpregulator cylinder after first closing the connection between the engine-cylinder and that pressure chamber.

The modification illustrated in Fig. 9will now be described. It may sometimes be desirable to vary the action of the spring controlling the pump regulator piston and for this purpose an adjustable sliding connection may be inserted between the piston and the spring so that their relative positions may be varied to modify the mechanical advantage of the pump-piston inovercoming the effort of the spring. This may be conveniently carried into effect by the employment of a link R pivoted at one end in a support shown as a block R slid-able between guides R, and the position of which is controlled by the driver through suitable operating mechanism, such as a lever R while the other end of the link R engages one end of the spring R slotted so that it may have a sliding engagement with a pin R carried by the pistonrod R of the pump-regulator to permit of its movement as a whole in a transverse direction only in relation to the axis of the piston-rod and is itself normally disposed transversely of the same axis. Bymovement of the support R carrying the link R the length of that portion of it between the spring R and the connection of the link with the piston-rod at the pin R may be altered to vary the leverage with which the spring acts to control the movement of the pump-regulator piston.

Fig. 8 illustrates a further modification of the invention having special reference to a method of adjusting the spring controlling the movement of the fuel displacer. In the cylinder M is a piston M having in a recess a block M into which is screwed a plunger The link R is M for the actual displacement of the fuel. Sliding on the plunger M is a flanged sleeve M providing a bearing surface for the spiral spring M and having holes M formed in its flange. The fuel chamber into which the plunger M projects isshown at N and is in communication with the fuel supply through a conduit N controlled by a spring-pressed non-return valve N Fuel is ejected from the chamber N through a conduit N controlled by a spring-pressed non-return valve N. The valves N and N may be of any convenient construction and preferably as illustrated, those shown being of a hollow sleeve type having outlet holes at their upper ends adjacent the valve-body.

The device for admitting compressed gases from the engine-cylinder to the cylinder M comprises a casing 0 having a ported liner 0 in which Works a piston 0 having a reduced middle portion. The piston O is operated, as in the case of the timing device illustrated in Fig. 6, from a shaft J 8 having on it a cam O which actuates the piston 0 through the medium of a pivoted lever O. The shaft J 8 as shown in a similar connection in Fig. 6 may be provided with a differential mechanism'such as K. A conduit 0 connects this admission device with the interior of the engine-cylinder as in the case of the foregoing examples so that when the piston O isin its uppermost position a port 0 in the liner 0 is connected with another port 0 which is itself in connection with the end of the cylinder M. For this purpose the piston 0 is raised against the action of the spring 0 and when it is desired to release the pressure of the air in the cylinder M, is allowed to drop back owing to the movement of the cam O and the action of the spring until it is in the position illustrated in which the port 0" is placed into communication with the port 0 open to the outside air.

The operation of the parts so far described will be the same in its main principles as in the construction illustrated in Figs. 5 and 6, that is to say, compressed gases from the engine-cylinder are led to the cylinder M whereupon the piston M is forced out and the plunger M 'is introduced into the chamber N normally full of fuel to expel some of that fuel through the conduit N past the valve N On the return of the piston M by the action of the spring M the plunger M is withdrawn from the chamber N and fuel enters therein through the conduit N past the valve N To adjust the yield of the spring M to suit required conditions a projection P extends from the casing of the chamber N and,

found desirable. Working'on the screwthread .thus formed is a correspondingly threaded sleeve P itself having an externally cut screw-thread which receives in that thread the coils of the spring as shown.-

Thus byrotating the member P it is caused to travel alon the projection P and to travel in the spring 5 so that the effective length of the spring is thus adjusted. The end of the spring may be held rigid at one end in a notch P while the other end engages the flange of the sleeve M hereinbefore re ferred to.

Sometimes it is preferable to allow a certain amount of slack between the end of the spring and its point of contact with the pump-regulator piston or a corresponding portion and if the spring is shortened by movement of the member P the slack should also be proportionately lessened. This may be effected by making the thread on the member P of a greater pitch than that on the exterior of the member P so that the spring, or a portion of it, is moved bodily in the direction of movement of the member P I To efiect the movement of the member 1? 'the latter may be provided with teeth P engaging with the teeth of an elongated pinion P v mounted conveniently in a portion of the casing surrounding the spring as illustrated and having a drum P about which is coiled, and to which is anchored, ends of Bowden wires P The other ends of-the wires P may be secured to any convenient lever device preferablyworking over an indicator dial sothat'by pulling on one and slacking on the other, the member P P is rotated to cause rotation of the member P. This construction is only described in its broad elements and its details have not been specifically vdescribed but may be seen from the drawings, althoughattention is particularly called to the fact that the spring and the cylinder M are inclosed in a casing adapted as a container for oil which may flow to the piston 0 through ducts 0 and 0, opening into the cylinder 0.

The invention is'also applicable in cases where the fuel mixture is ignited by the heat of the engine-cylinder or by a high degree of compression, or both. It is obvious that according to the class of hydrocarbon employed the ignition may either take place comparatively slowly or in the form of an explosion.

If desired the fuel injector as a' whole may be heated by waste heat from the exhaust gases or in any other manner."

In place of the spring and other controls described in connection with the inlet jet valve and the regulating device for the pump-regulator, positive operative connections-could be employed for any or all of the parts between them and the crank-shaft or other convenient moving portion of the engine.

Provision is preferably made for cutting off the supply of fuel if for any reason the ignition device stops or fails.

It may be found desirable to replace the spring such as D or F shown in the drawings as single springs, by duplex springs, such as illustrated in Fig. 10, wherein that portion S resisting'the first movement of the piston is weak relatively to the resistance of the other portion S so that with a highly attenuated charge in the cylinder, the resulting small compression may give the required movement to the fuel pumpplunger or its equivalent. This movement might otherwise not be given if the spring were of the single formation. Alternatively in place of springs it will be understood that, the pump-regulator piston can be so arranged as to compress a volume of gas with suitable modifications in the construction.

Many other modifications may be made in carrying the invention into effect provided always that the spirit of the invention is not departed from. v

What I claim as my invention and desire to secure by Letters Patent is l. A fuel feeding device for aninternal combustion engine, such device comprising in combination, a casing, a fuel displacing piston sliding in the casing and having rigid operating faces, a conduit connecting one operating face of the displacer with the engine-cylinder to subject that face to the gas-pressure in the cylinder during compression, means to control the pressure in the casing, a spring operating on the displacer to exert a force in opposition to that of the pressure in the engine-cylinder and so proportioned that the said pressure is enabled to move that displacer to different positions against the resistance of the spring, fuel conduits connecting the said casing with a supply of fuel and with the fuel inlet to the engine-cylinder respectively'and opening into that side of the casing containing the fuel delivery face of the piston-device, andcontrolling'means-for the said fuel conduits operated during movementof the displacer in one direction to permit fuel to be drawn through one of the conduits into the casing while during movement in the reverse direction the displacer discharges through pression, a spring operating on the displacer to exert a force in opposition to that of the pressure in the engine-cylinder and so proportioned that the said pressure is enabled to move that displacer to different positions against the resistance of the spring, fuel conduits connecting the said casing with a supply of fuel and with the fuel-inlet to the engine-cylinder respectively and opening into that side of the casing containing the fuel-delivery face of the piston-device, means to control the pressure in the casing and comprising a multi-way valve device in the conduit which conducts pressure from the engine-cylinder to the piston-device said valve having one way open to the outside air and means to control said valve-device which means is operated from .a timing shaft to operate the valves in turn first to conduct pressure to, the piston-device and subsequently to release that pressure.

3. A fuel-feeding device for an internal combustion engine, such device comprising in combination, a casing, a fuel displacing piston sliding in the casing and having rigid operating faces, a conduit connecting one operating face of the displacer with the engine-cylinder to subject that face to the gas-pressure in the cylinder during compression, a spring operating on the displacer to exert a force in opposition to that of the pressure in the engine-cylinder and so proportioned that the said pressure is enabled to move that displacer to different positions against the resistance 'of the spring, fuel conduits connecting the said casing with a supply of fuel and with the fuel-inlet to the engine-cylinder respectively and opening into that side of thecasing containing the fuel-delivery face of the piston-device, means to control the pressure in the casing and comprising a valve in the conduit which conducts gas-pressure from the enginecylinder to the casing, a conduit connecting the casing with the outside air and a valve controlling it and means to operate said valves at required times for producing by variation of pressure in the casing an oscillation of the piston, and a timing shaft to operate said means.

4. A fuel-feeding device for an internal combustion engine, such device comprising in combination,a casing, a fuel displacing piston sliding in the casing and having rigid operating faces, a conduit connecting one operating face of the displacer with the engine-cylinder to subject that face to the gas pressure in the cylinder 'durin compression, a spring operating on the isplacer to exert a force in opposition to that of the pressure in the engine-cylinder and so proportioned that the said pressure is enabled to move that displacer to different positions against the resistance of the spring, fuel conduits connecting the said casing with a supply of fuel and with the fuel-inlet to the engine cylinder respectively and opening into the casing to the fuel-delivery face of the piston-device, means to control the pressure in the casing and comprising a multiw-ay valve-device in the conduit which conducts pressure from the engine-cylinder to the piston-device said valve having one way open to the outside air, means to control said valve-device, which means is operated from a timing shaft, and a differential mechanism forming a connection between the timing shaft and the controlling device to constitute an adjusting gear for the timing.

5. A fuel-feeding device for an internal combustion engine, such device comprising in combination, a casing, a fuel displacing piston sliding in the casing and having rigid operating faces, a conduit connectingone operating face of the displacer with the engine-cylinder to subject that face to the gaspressure in the cylinder during compression, a spring operating on the displacer to exert a. force in opposition to that of the pressure in the engine-cylinder and so proportioned that the said pressure is enabled to move that displacer to different positions against the resistance of the sprlng, fuel conduits connecting the said casing with a supply of fuel and with the fuel-inlet to the enginecylinder respectively and opening into that side of the casing containing the fuel delivery face of the pistondevice, means to control the pressure in the casing and comprising a valve in the conduit which conducts gas-pressure from the engine-cylinder to the casing, a conduit connecting the casing with the outside air and a valve controlling it and means to operate said valves at required times for producing by variation of pressure in the casing an oscillation of the piston, a timing shaft to operate said means, and a differential mechanism forming a connection between the timing shaft and the controlling device to constitute an adjusting gear for the timing.

6. A fuel-feeding device for an internal combustion engine, such device comprising in combination, a casing, a fuel displacing piston sliding in the casing and having rigid operating faces, a conduit connecting one operating face of the displacer with the engine-cylinder to subject that face to the gaspressure in the cylinder during compression,

means to control the pressure in the casing,

a spring operating on the displacer to exert a force in opposition to that of the pressure in the engine-cylinder and so proportioned that the said pressure is enabled to move that displacer to different positions against the resistance of the spring. fuel conduits connecting the said casing with a supply of fuel and with the fuel inlet to the engine-cylinder respectively and opening into that side of the casing containing the fuel-delivery face of the piston-device, controlling means for the said fuel conduits operated during movement of the displacer in one direction to permit fuel to be drawn through one of the conduits into the casing while during movement in the reverse direction the displacer discharges through another conduit a measured quantity of fuel into the engine-cylinder, and a container for fluid to form a fluid packing for the piston.

'7. A fuel-feeding device for an internal combustion engine, such device comprising in combination, a casing, a fuel displacing piston sliding in the casing and having rigid operating faces, a conduit connecting one operating face of the displacer with the engine-cylinder to subject that face to the gaspressure in the cylinder during c'ompression, means to control the pressure in the casing, a spring operating on the displacer to exert a force 1n opposition to that of the pressure in the engine-cylinder and so proportioned that the said pressure isenabled to move that displacer to different positions against the resistance of the spring, fuel conduits connecting the said casing with a supply of fuel and with the fuel-inlet to the engine-cylinder respectively and opening into that side of the casing containing the fuel-delivery facevof the piston device, controlling means for the said fuel conduits operated during movement of the displacer in one direction to permitfuel to be drawn through one of the conduits into the casing while during movement in the reverse direction the displacer discharges through an other conduit a measured quantity of fuel into the engine-cylinder, and a container surrounding the fuel-delivery end of the piston-device and adapted to contain fluid for packing that end of the device.

that the said pressure is enabled to move thatdisplacer to different positions against the resistance of the spring, fuel conduits connecting the said casing With a supply of fuel and with the fuel-inlet to the enginecylinder respectively and opening into that side of the casing containing the fuel-delivery face of the piston-device, means to control the pressure in the casing and comprising a multi-way valve-device in the conduit-which conducts pressure from the engine-cylinder to the piston-device said valve having one way open to the outside air, means to control said valve-device and operated from a timing shaft to operate the valves in turn first to conduct pressure to the piston-device and subsequentlyto release that pressure, and a fluid container surrounding the piston-device to form a fluid packing for the piston.

9. fuel-feeding device for an internal combustion engine, such device comprising in combination, a differential piston-device whose larger end is surrounded by a cylinder, a conduit connecting said cylinder with the engine-cylinder, a timing device, a timing shaftoperating said device to alternately open the cylinder surrounding the piston-device to the engine-pressure and then to release the pressure therefrom, a fuelchamber into which the smaller end of the piston is inserted during movement of the piston-device in one direction, a conduit connecting the fuel-chamber with the supply of fuel and another conduit connecting the fuel-chamber with the engine-cylinder, valves controlling both of the said conduits connected with the fuel-chamber, a spring operating on the piston-device to exerta force in opposition to the pressure in the engine-cylinder and a casing surrounding the piston-device and adapted to contain fluid packing for the said piston-device.

10. A fuel-feeding device for an internal combustion engine, such device comprising in combination, a diflerential piston-device whose larger end. is surrounded by a cylinder, a conduit connecting said cylinder with the engine-cylinder, a timing device, a timing shaft-operating said device to alternately open the cylinder surrounding the piston-device to the engine-pressure and then to release the pressure therefrom, a fuelchamber into which the smaller end of the piston is inserted during movement of the piston-device in one direction, a conduit connecting the fuel-chamber with the supply of fuel and another conduit connecting the fuel-chamberwith the engine-cylinder, valves controlling both of the said conduits connected with the fuel-chamber, a spiral spring operating on the piston-device to exert a force in opposition to that of the pressure in the engine-cylinder, a support for 'the spring comprising an internally threaded nut having on its outer face helical grooves to engage some of the coils of the spring, the outer raised surfaces of the nut having axial teeth thereon, an externally threaded support to engage the internal thread of the nut, an elongated pinion to engage the teeth on the external surfaces of the nut, and means to revolve the pinion about its axis so that the nut may be moved in the spring to regulate the resistance thereof.

memes nately open the cylinder surrounding the i piston-device to the engine-pressure and then to release the pressure therefrom, a fuelchamber into which the smaller end of the piston is inserted during movement of the piston-device in one direction, .a conduit conheating the fuel-chamber with the supply of fuel and another conduit connecting the fuel-chamber with the engine-cylinder, valves controlling both of the said conduits I connected with the fueLchamber, a spiral spring operating onthe piston-device to exert. a force in opposition to that, of the pressure in the engine-cylinder, a support for the spring comprising an internally threaded nut having on its outer face helical grooves to engage some of the coils of the spring, the outer raised surfaces of the nut I having axial teeth thereon, an externallythreaded support to engage the internal thread of the nut, an elongated pinion to engage the teeth on the external surfacesof der, a conduitconnecting said cylinder with i the engine cylinder, a timing device, a timing shaft operating said device alternately to'open the cylinder surrounding the pistondevice to the engine-pressure and then to release the pressure therefrom, a fuel-chamber into which the smaller end of the piston is inserted during movement'of the pistondevice in one direction, a conduit connecting the fuel-chamber with the supply of fuel and another conduit connectm the fuel chamber with the engine cylinder, valves controlling both of the said conduits connected with the fuel-chamber, a spiral spring operating on the piston-device to exert a force in opposition to that of the pressure in the engine-cylinder, a'supportfor the spring comprising an internally threaded nut having on its outer face helical grooves to engage some of the coils of the spring, the outer raisedsurfaces of the nut having axial teeth thereon, an externally threaded support to engage the internal thread of the nut, an elongated pinion to engage the teeth on the external surfaces of the nut, means to revolve the pinion about its axis so that the nut may be moved in operating faces, a conduit connecting one operating face of the displacer with the engine-cylinder to subject that face to the gas-pressure in the engine-cylinder during compression, means to control the pressure in the casing, a spring operating on the dis placer to exert a force in opposition to that of the pressure in the engine-cylinder and so proportioned that the said pressure is enabled to move that displacer to different positions against the resistance of the spring, fuel conduits connecting the said casing with a supply of fuel andwith the fuel inlet to the engine-cylinder respectively and opening into that side of the casing containing the fuel-delivery face ofv the piston-device, controlling means for said fuel conduits operated during movement of the displacer in one direction to permit fuel to be drawn through one of the conduits into the casing while during movement in the reverse direction the displacer discharges through another conduit a measured quantity of fuel into the engine-cylinder, and means to regulate the actlon of the spring.

14. A fuel-feeding device for an internal combustion engine, such device comprising,

in combination, a casing, a fuel displacin piston sliding in the casing having rigi operating faces, a conduit connecting one operating face of the displacer with the englue-cylinder to subject that face to the gaspressure inthe engine-cylinder during compresslon, means to control the pressure in' the casing, a. sprmg operating on the displacer to exert a force in opposition to that of the pressure in the'engine-cylinder and so proportioned that the said pressure is enabled to move that displacer to different positions against the resistance of the spring, fuel conduits connecting the said casing with a supply of fuel and with the fuel inlet to the engine-cylinder respectively and opening into that side of the casin containing the fuel-delivery face of the piston-device, controlling means for said fuel-conduits operated during movement of the displacer n one' direction to permit fuel ,to be drawn through one of the conduits into the casing while during movement in the reverse direction the displacer discharges through another conduit a measured quantity of fuel into the engine-cylinder; and a device for adjusting the yield of the spring comprising an externally screw-threaded member adapted to receive in its. threads the coils of the spring, means to move the said screw-threaded member to any position in the springcoils, and means to hold it stationary in its adjusted position.

15. A fuel-feeding device foran internal i combustion engine, such device comprising,

in combination, a casing, a fuel displacing piston sliding in the casing having rlgid operating faces, a conduit connecting one operatingface of the displacer with the engine-cylinder to subject that face to the gaspressure in the engine-cylinder duringcompression, means to control the. pressure 1n the casing, a spring operating on the displacer to exert a force mopposition to that v with a supply of fuel and with. the fuel- I inlet to the engine-cylinder respectively and opening into thatside of the casing containing the fuel-delivery face of the pistondevice, controlling meansfor said fuel-conduits operated during movement ofvthe displacer in one direction to permit fuel to be drawn through one of the conduitsinto the casing while during movement in the reverse direction the displacer discharges through another conduit a measured quantity of fuel into the engine-cylinder, means- 5, as; the yield of the spring comprising an'internally threaded nut having on its outer face helical grooves to engagejsome 0f the coils of the spring, an externally threaded support for the nut, and means to revolve the nut to cause it to travel to a predetermined distance along the support.

16. Apparatus for the supply of liquid fuel to cylinders of internal combustion engines in proportion to the weight of air therein, such apparatus comprising piston chambers, rigid piston-members ,reciprocated in the piston chambers, a resilient device against the pressure of which such piston-members are moved in one direction by gas-pressure in one of the chambers derived from the engine-cylinder to positions varying with such gas-pressure and moved in theother direction 7 by such resilient device, valves for controlling 'the'supply ofliquid fuel to and from another of such-chambers,

- and pressure-retaining and releasing means for the chamber in which the gas pressure operates to move the piston-member, substantially asdescribed.

17. A fuel feeding device for an internal combustion engine, such device comprising a casing, a fuel displacer sliding in the casa ing and havingrigid operating faces, and a spring for the fuel displacer so proportioned as'to enablethe pressure of gas in theengine-cylinder, when led to one operating face oflthe displacer, to move the displacer to different positions against the resistance of the spring according to the amount of such pressure.

18. In a fuel feeding device for an internal combustion engine, the combination of acasing, a displacer sliding in the casing and having I rigid operating faces, and a spring so proportioned as to enable the pressure of gas in the engine-cylinder, when led to one operating face of the displacer, to move the displacer to different positions against resistance of the spring, a timing device for the fuel feeding device to admit compressed air to the latter and release it therefrom at required times.

19. A fuel feeding device, for an internal combustion engine, such device-comprising a casing, a piston in the casing havlng its faces inflexible, chambers to contain fluid packing for the piston, and a spring so proportioned as to enable the pressure of gas in the engine-cylinder when led to one operating face of the piston to move the plston to different positions against the resistance of the spring according to the amount offsuch pressure.

20. In a fuel feedingdevice for an internal combustion engine, the-combination of a piston having rigid operating faces, the casing in which the piston slides, with a spring so proportioned as to enable the pressure of gas in the engine-cylinder, when led to one operating face of the piston, to move the piston to differentv positions against the resistance of the spring, a timing device for the fuel feeding device to'admit air to the latter and release it therefrom at re uired times, and a differential gear for the-timing device-to constitute an adjusting gear for the timing.

21, In a fuel feeding device for aninternal combustion engine, the combination of a casing, a piston sliding in the casing and havingrigid operating faces, a spiral sprin so proportioned as to enable the pressure 0 gas in the engine-cylinder, when led to one operating face of the piston, to move the piston to different positions against the resistance of the spring, an externally screwthreaded member adapted to receive in its thread the coils of the spring, 'means to move the said member to any position in the spring-coils to 1 adjust the effective length of the spring, and means to hold the i said member stationary in its adjusted position.

22. A fuel-feeding device for explosion engines comprising-in combination, apiston-pu mp having a piston with inflexible operating faces, a connection between the engine-cylinder and the pump-casing to 10 the piston is moved to different positions in till; h.

the casing according to the pressure exerted by such air.

In testimony whereof I have signed my name to this specification in the presence of two subscribing Witnesses.

JOHN WILLIAM HALL.

Witnesses:

RoUALo S. DOLLEYMON, HARRY B. STIDY.

Images