Patent GB-215755-A (GB)
IPC: F02M67/00
Filed: 1924-05-06
Abstract: 215,755. H³rlimann, H. May 8, 1923, [Convention date]. No Patent granted (Sealing fee not paid). Cylinders receiving liquid fuel.-Figs. 1 and 2 show vertical sections of the engine on planes inclined at an angle of 45‹ to one another. The engine comprises a working cylinder 1, an injection-air pump cylinder 2, and a tail rod 18 mounted on the pump piston. At the top dead centre position air enters through ports 21, Fig. 2, controlled by ports 22 in the tail rod 18 and passes to the crankcase through the hollow rod and pistons. This air is compressed on the downstroke, and towards the end of the stroke enters the pump cylinder 2 when the ports 22 in the tail rod 18 uncover grooves 24 in the casing 19 within which the tail rod slides. Simultaneously the pump piston 4 uncovers passages 25, Fig. 1, through which the air passes after traversing the pump cylinder 2, in order to scavenge and charge the working cylinder. Towards the end of the compression stroke passages 28, Fig. 1, in the circumference of the pump piston 4 coincide with the outlets 8 from chambers 5, to which liquid fuel has previously been supplied. Compressed air in the cylinder, which is in connection with the chambers 5 by passages 33, is thus enabled to sweep the fuel, which has been partially ignited by the heat of the compressed air, through atomizing devices contained in the chambers 5 into the passages 28 and thence to the interior of the member 35, whence the ignited mixture of fuel and air passes to the cylinder through ports 32, Fig. 2, in the pump piston 4. To maintain combustion of the fuel as it passes through the passages in the member 35, passages 37, Fig. 1, and others not shown leading to the passage 28, are provided, through which the injector action of the fuel and air draws a further supply of air from the compressed charge in the cylinder 1. Combustion, is however, not complete until the fuel has passed into the cylinder. The passage traversed by the fuel and air in the member 35 is formed as a flat chamber at the point of convergence of the passages 28, so that a broad flame can be obtained thereat. The fuel injection passages are scavenged at the end of the working stroke by air entering the passage 28 from the ports 25, Fig. 1. The atomizing devices in the chambers 5 comprise baffles to en. sure that the fuel remains at the bottom of the chambers until injection, and screens situated immediately above the fuel as it lies in the bottom of the chambers. The fuel is driven by the air through perforations in the screens, and narrow elongated passages formed between them and the walls of the chamber. These passages may be formed by distortion of the screens during the injection period, the screens being made sufficiently flexible for the purpose. Any number of passages 28 and chambers 5 may be used, and a light fuel may be supplied to one of the chambers. The portion of the piston containing the fuel injection ducts may be made exchangeable to suit different fuels, and for the same purpose the passages 33 may be formed in separate detachable tubes. In order to ensure a high compression ratio in the pump cylinder 2, the lower end of the tail rod 18 is provided with enlargements 34, Fig. 2, which enter the grooves 24 towards the end of the stroke. The part 38, Fig. 1, which is fitted with a valve, may be used either as a compression release at starting, or for admitting compressed air at starting from a reservoir.