US1941806A - Injection engine - Google Patents

Description

F. LANG INJECTION ENGINE Jan. 2, 1934.

Original Filed Dec. 1, 1930 m w Tm Franzf/ay MM nozzle is shown at a, the air chamber at b, the

combustion chamber at c, and the inlet and outlet Patented 52.11. 2, i34

irao STATES PATENT OFFICE INJECTION ENGINE Franz Lang, Munich, Germany, assignor to stein Lanova Aktiengesellschaft, Vaduz, Liechten- Original application December 1, 1930, Serial No.

499,223, and

in Germany April 8, 1930.

Divided and this application filed June 30, 1933. Serial No. 678,355

1 Claim.

My invention relates to a fuel injection internal combustion engine of the type which embodies an air chamber in which fluid is compressed during the compression stroke of the piston and .5 from which the fluid issues during the working stroke of the piston.

This application is a division of my copending application, Serial No. 499,223, filed December 1, 1e30, for Fuel injection internal combustion engmes.

The instant invention contemplates an improved cylinder, combustion chamber, fuel nozzle, air chamber and valve relationship, to the end of obtaining effective mixing of the charge and accomplishing simplicity of construction.

My invention is illustrated in the accompanying drawing, in which dicating the planes on which Figures 1 and 2, re-

Figure 1 is a vertical axial sectional view of those portions of the engine with which my invention is concerned;

Figure 2 is a vertical sectional view taken at right angles to the plane of Figure 1;

Figure 3 is a horizontal sectional view taken on the plane of the line E--F of Figures 1 and 2, looking downwardly, the lines AB and 0-D inspectively, are taken;

Figure 4 is a vertical axial sectional view, similar to Figure 1, showing another form of my invention;

Figure 5 is a vertical sectional view taken at right angles to the plane of Figure 4; and

Figure 6 is a horizontal sectional view taken on the plane of the line K--L of Figures 4 and 5,

valves at d and e, respectively.

The mechanical arrangement is L-head in type, i. e. the head extends laterally beyond the cylinder on one side and the inlet and outlet passageways are disposed alongside the cylinder, entering the combustion chamber from below, and the valves open upwardly. The combustion chamber 0 is offset horizontally in relation to the cylinder, the nozzle a enters at one side, and the air chamber b, disposed over the cylinder, communicates with the combustion chamber on the other side. The inlet and outlet passageways are formed in elbows which curve upwardly to the each side. In plan, the combustion chamber is heart-shaped, the nozzle, centrally disposed, entering at the junction of the lobes thereof, and the air chamber opening, which is flared, constituting or merging with the apex thereof.

Upon the compression stroke of the piston, fluid from above the piston is compressed in the air chamber b, and upon the working stroke of the piston this fluid issues from the chamber at high velocity, the stream of fluid being directed toward the opposite combustion chamber wall from which the fuel injection comes. There the stream splits, as indicated in Figure 3, the further movement of the fluid taking place in two opposite directions circumferentially along the walls of the respective lobes of the combustion chamber, the stream on one side then passing through the passage c on that side, and the stream on the other side passing through the passage 0' on that side, into the cylinder, where the streams collide, all of which brings about effective mixing.

Suitable mechanism is of course provided to cause the valves to operate at the proper time in the cycle, and suitable mechanism is of course provided to cause the nozzle a to inject fuel into the combustion chamber at the proper time in the cycle, beginning with the final compression.

The form of my invention illustrated in Figures 4, 5 and 6 is mechanically T-head in type, i. e. the head is extended beyond the cylinder on both sides, where passages enter the combustion chamber from below, and upwardly opening valves, alongside the cylinder, control them. The various parts in these figures have been lettered. to correspond with the lettering in Figures 1, 2 and 3. The form shown in these figures constitutes a duplication of the combustion chamber, nozzle, passageway and valve arrangement of the form shown in Figures 1, 2 and 3, with the common air chamber, which is extended upwardly, as shown, so that its proper capacity may be had in the mechanical arrangement, this air chamber having two ports, one communicating with each of the combustion chambers.

Upon the compression stroke of the piston, fluid from above the piston is compressed in the chamber b, and upon the working stroke of the piston this fluid issues from the chamber, at high velocity, in both directions, 1. e. into each of the combustion chambers, the action on each side sides thereof and each defining two contiguous valve pockets, each chamber having passages opening into said pockets from below, valves in said pockets and controlling said passages, injection nozzles at the outer sides oi said combustion chambers and disposed to inject fuel thereinto. and a common air storage chamber opening into the respective combustion chambers in substantial alignment with said nozzles, said combustion chambers communicating at their ends with said cylinder.

FRANZ LANG.

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