US2420454A - Two-cycle engine - Google Patents

Description

May 13, 1947. E. P. R. VIEL TWO-CYCLE ENGINE Filed Aug. 10, 1945 2 Sheets-Sheet l ruoovmia dJWLOM @ma ma yhwle M May 413, 1947. P. R. VIEL 3,420,4:4

' TWO-CYCLE ENGINE Filed Aug. 10, 1945 2 Sheets-Sheet 2 l UNITED STAT the starting of the motor.

Famed 12,1947

as; "PATEN Two-crean moma'- eemn'srlme noem viel, Para,

A'pplicltion August l., 1945, Serial No. 630506@ The present engine'.

The principal engines by ensuring a total expulsion from the comm.' fol. icsesl cylinders-of the burnt gases which have stond-- 'ency to .remain there after each explosion, to allow of usingany liquid or gaseous fuels, -to lower ce of the horse.-

drawings givenby way oi In said drawings: 1 is a schematic view example,

in elevation-section cfa' two-cycle single cylinder engine, the pistonI v being supposed to be at its lowest dead point;

f profile section corre.- I

' 20 by means of three toothed wheels or pinions in the same Figi-.2te a partial view in .sponding to that of-I'il. 1:

Fig. s is a derailed view ln section, snowing the position of the distribution device when the piston is in course o! compression;

the consumption of the said two-cycle enginesV and; as a result,v the cost pri power-noun v .i v These objects and'others will be apparent'from the following description and the accompanying l` ated towards the fuel t Fig. 4 is a schematic view of an installation for i In Yreferring to the Figures 1 to 3 or the draw; ings, I shows the cylinder of a `two-cycle engine,

2 the piston and I'the connecting rod Joining th latter to the crank shaft I of the motor. v The cylinder i is provided on one part ol its ference of the said cylinder, a continuous pipe in spiral I, watertight, obtained after the mounting l objects oi the inventiouf"areaA l 4 to increasethe engine efilciency of the two-cycle? ing in the chamber d, arrives sanidad in the canal 2i, under pressure and warmed.

In order to maintain the aasiiied fuel arriving in the canal 2l at a suitable pressure, a device for regulating the pressure 22 communicates with the chamber IB. This device has for its part, in case of surpressure of gasiiied fuel, to allow this fuel to pass from the chamber il to the chamber 23 of the saiddevicgfrom whence it can be evacuank by piping mounted in the orince 24.

v The distribution device is formed by a rotary tap provided with two cells opposite each other, 2l and 21, and lodgedin a corresponding hollow l in the cylinder head l1. It is in this hollow that the canal 2i comes, as well as canal 28 intended for the admission of compressed air suppliedV by 'a compresssor 29. The starting of the rotation of the tap 2l is eflected from the driving shaft I 30. 3i 'and I2. The tap 25 thus turns sense as the driving shaft l. j

The motor is completed on the-one hand by a needle valve 33, with spring ll. acting in the chamber 2l and allowing oi closing the outlet periphery and near its upper end, with'vanes il forming a spiral and contriving, on the circumorifice of 'the canal l@ and, on the other hand, .by a pivoting shutter 3l allowing of controlling the escape or the burnt eases.

' pipe 6 to pass into the chamber If by the tube The lower end of the pipe-I starts from a chamber l, arranged between the external wall of the cylinder l and the internal wall of the envelope 1.- Into this chamber. l the fuel necessary for the ,working of the motor arrives by an orifice 8,

I0. From the chamber ii it goes to the chber i! by the orifice It, the sprinkler il and the cal i6. From the chamber lthe said fuel ily goes to the admission canal 2l by the pipe it and the chamber 20. It is to be noted that the At its upper end the pipe l communicates by laI tube i0 with s. chamber l I arranged in the escape tube I2 ofthe motor `and in communication, by an orifice: I3. with a chamber Il formed above the said pipe between the cylinder i and the envelope 1. In its turn, the chamber I4 opens bya sprinkler i5 into/a canal I6 pierced in the head i1 of the cylinder. The canal il ends at a chamber I8 from whence starts a pipe I9 ending in a chamber 20 from which, finally, starts a canal 2i delivering the fuel to the distribution device.

With the arrangement which has just been de- IueLbetween its entry into the chamber l and its arrival in the admission canal 2 I, being always in contact with warm walls becomes sasiiled in the course of its passage to arrive at the said canal 2l completely gasifled, under pressure and scribed any fuel, even in a liquid state, penetratdii The cell ,'l allows of the entry of compressed The working of the two-cycle engine described air into the cylinder from the moment that the 'the detonating mixture which explodes as soon as the piston reaches its high dead point.

When the piston arrives at the point of thereafter and afresh uncovering of the escape orice, the cell 21 is in position to allow of the arrival of compressed air, whilst the cell 28 has just filled itself with gasiiied fuel under pressure and warmed, and the cycle described recommences.

It results from that which precedes that the two cells 26 and 21 serve alternatively to the successive introduction into the cylinder of the two constituents of the detonating mixture, to wit:

compressed air and fuel gased, under pressure action of any appropriate exterior control.

In order that the motor may run, especially' by means of a liquid fuel, 'it is necessary that it should be brought to a temperature suillcient to ensure by itself the gasification, the bringing un..

der pressure and the warming of the said fuel, It is therefore necessary to'provide, for the starting of the motor when cold, a starting installation which may be that of the type represented in the Fig. 4.

In the said installation, 38 indicates the motor properly so-called, 28 the air compressorand 22 the pressure regulator already described, the said compressor and regulator being, for the clearness of the drawing, supposed to be apart from the motor, whereas, as a matter of fact, they are mounted on the latter.

As appears from Fig. 4, the fuel is delivered to the chamber 8 of the motor by a pump 31, drawing up the said fuel, contained in a tank 3'8 by piping 38 and sending it back towards the chamber 8 by a piping 40. At the upper part of the tank 38 a piping 4I comes out which, coming from the opening 24 of the regulator 22 allows, in case of over pressure, to bring the fuel escap- 'ing from chamber I8 back to the said tank.

For the starting properly so-called there is available a bottle of compressed air 43 and a bottle 44 of combustible gas under pressure, these two bottles being each provided with a regulating sluice tap 48 and 48 respectively. The bottle 43 is connected by a pipe 41 to the entrance to the canal 28 Whilst the bottle 44 is 4 gas suppued by the bottle u are used. After the motor has been running for a certain time, time sufficient to allow of the latter becoming sumciently warmed, the outlets of the bottles 43 and 44 are cut ofi' and the motor is fed from the tank 88 and with the compressor 28.

The motor described can work either with a medium degree of compression or with a high degree of compression largely exceeding ten.

Inv the first case the admission is made completely during the greater part of the ascendingmovement of the piston 2, the compression then being realised under conditions sensibly similar to those which exist in the present motors comprising an ignition device. A

In the second case, the regulation of the dis-v tribution is established in such a manner that the cells 28 and 21 rdo not enter into communication with the interior of the cylinder i except at a moment which precedes by very little the point of advance to the ignition. The necessity of an ignition is thus done away with (case of the drawings) and the motor described combines the advantages of the explosion motor and those of the injection motor.

The regulation of the carburetion may be carried out by causing the relation air-fuel to vary during the the running of the motor, that is:

(a) by modifying the pressure of the fuel by action on the pressure regulator 22;

(b) by braking, with the wing tap 48, the arrival of the air to the compressor 29.

In the same way, the regulation of the outgoing speed of the escaping gases is done by the wing tap 35. As to the variation in the advance of ignition, it is obtained by the usual controls, whereas the variation in the stoppage of the distribution is carried out by means of an endermic control acting on the shaft of the rotary tap 2B.

The working of the various regulating controls not being able, practically, to be carried out separately and with precision in the minimum of time, it would be advantageous to provide for a variations of the motor.

It is obvious that the invention is in nowise limited to the embodiment which has been more especially described by way of example, but that it extends to all possible modifications coming, fairly, within the scope of the appended claims.

I claim: l

l. A two-cycle engine comprising a rotary tap with two cells mounted in a recess provided in the cylinder head and in communication with said cylinder, two conducts ending in said recess and adapted to deliver therein compressed air and a fuel gasified, under pressure and warmed, respectively, means supplying said conducts with compressed air and fuel and means driving in rotation said rotary tap from the driving shaft of the motor.

2. A two-cycle engine comprising a rotary tap with two -opposite cells mounted in a recess provided in the cylinder head and in communication with the cylinder, two conducts ending,` I. in said recess and in communication respectively f with an air compressor and with the outlet end of a circuit formed by a series of chambers and canals in direct contact with the warm walls of said cylinder. means supplying a fuel to the inlet end of said circuit and means driving in rotation said rotary tap from the driving shaft of the engine.

3; A two-cycle engine comprising a rotary tap Vwith two cells mounted in a recess provided in the cylinder head and in communication with the cylinder, two conducts ending in said recess and in communication respectively withanair compressor and with the outlet end of a circuit formed by a series of chambers and canals in direct contact with the warm walls ofsaid cylinder, means supplying a fuel to the inlet end of said circuit. a regulator pressure device in communication with said circuit and with a return pipe for the fuel and means driving in rotation said rotary tap from the driving shaft of the engine.

4. A two-cycle engine according to claim 3 wherein the regulator pressure device communicates with one of the two chambers the nearest preceding the conduct for the admission of fuel into said recess.

5. A two-cycle engine comprising a rotary tap with two opposite cells mounted in a recess provided in the cylinder head and in communication with the cylinder, two conducts ending in said recess and in communication respectively, with an air compressor and with the outlet end of a circuit formed by a series of chambers and canals in direct contact withthe warm walls of the cylinder, a pump supplying a fuel to the inlet end of said circuit, a regulator pressure device in communication with said circuit and with a return pipe for the fuel, a needle valve controlling the conduct for the admission of fuel in said recess and means driving in rotation said rotary tap from said driving shaft of the engine.

6. A two-cycle engine comprising a rotary tap' with two opposite cells mounted in a recess provided in the cylinder head and in communication recess and in communication respectively, with an air 'compressor and with the outlet end of a circuit formed by a series of chambers and canals in direct contact withthe warm walls of the cylinder, a pump supplying a fuel to the inlet end of said circuit, a regulator pressure device in communication with said circuit and with a return pipe for the fuel, a needle valve controlling the .conduct for the admission of fuel in said recess, a

regulating shutter at the outlet end of the escape tube and means driving in rotation said rotary tap from the driving shaft of the engine.

'7. A two-cycle engine comprising a rotary tap with two opposite cells mounted in a recess provided in'the cylinder. head and in communication with the cylinder, two conducts ending in said recess and in communication, respectively. with an air compressor provided with a regulator device for the pressure, and with the outlet end of a circuit formed by a series of chambers and canals in direct contact with the warm Walls of the cylinder, a pump supplying a fuel to the inlet end of said circuit, a regulator pressure device in communicationwith said circuit and with a return pipe for the fuel, a needle valve controlling the conduct for the admission of fuel in said recess. a regulating shutter at the outlet end of the escape tube and means driving in rotation said rotary tap from the driving shaft of the engine.

8. AAn installation for starting the running of the two-cycle engine according to claim 1, coinprising a bottle of compressed air with a sluice tap in communication with the conduct for the admission of compressed air in the rotary tap and a tank of gaseous fuel in communication with the conduct for the admission of fuel in the rotary tap.

EDMOND PIERRE ROBERT VIEL.

vREFERENCES CITED The following references are of record in the Vfile of this patent:

UNITED STATES PATENTS Number Name Date 1,132,357 Koelzer Mar. 16, 1915 1,284,826 Van Hise Nov. 12, 1918 1,325,305 MacFarren Dec. 16, 1919 1,386,394 Gage Aug. 2, 1921 673,109v .Bronander Apr. 30, 1901

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