Search Images Maps Play YouTube News Gmail Drive More »
Sign in
Screen reader users: click this link for accessible mode. Accessible mode has the same essential features but works better with your reader.


  1. Advanced Patent Search
Publication numberUS1105298 A
Publication typeGrant
Publication dateJul 28, 1914
Filing dateSep 6, 1911
Priority dateSep 6, 1911
Publication numberUS 1105298 A, US 1105298A, US-A-1105298, US1105298 A, US1105298A
InventorsFrederick O Peterson
Original AssigneeBessemer Gas Engine Company
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
US 1105298 A
Abstract  available in
Previous page
Next page
Claims  available in
Description  (OCR text may contain errors)



1,105,298, Patented July 28, 1914.


wwnmeo wmdwfwk Pwmsow.

7 W 351d dwwwb P. 0. PETERSON.



Patented July 28, 19m


Q! snow/whom STAWENT OFFICE.


To all whom it may concern.

Beitknown that I, FREDERICK 0. PETER- SON, a citizen of the United States, residing at Detroit, in the county of Vayne and State of Michigan, have invented a new and useful Engine, of which the following is a specification.

1 Thisinvention relates to internal combustion engines designed to be driven by the force of explosions of hydro-carbons mixed withair, and its object is to provide mechanism for supplying these hydro-carbons, either in the form of liquids or of. gases in direct ratio to the different amounts of air entering the cylinders of two-cycle engines. Its object further is to provide such a mechanism which will be simple in construction and operation, and durable and which will obviate crank-case explosions.

In the accompanying drawings, Figure 1 is a side elevation of an engine equipped with this improved device. Fig. 2 is a section on the line 22 of Fig. 1. Fig. 3 is a side elevation of an engine equipped with a gases, especially natural gas. In Figsbl and 2, the cylinder 1 with its water jacket 2,

' the piston 3, wrist-pin 4, connecting rod 5,

crank-case 6, crank-shaft 7 and air-inlet valve 8, to control the air entering the crankcase, are of any well known design. The

liquid-fuel is conveyed to the engine by the pipe 9, from any source of supply, into which pipe, near the engine, is connected a check-valve 10, having the valve-ball 11. In pumps running at high speed, the pistons travel proportionately large distances to move merely those portions of the liquid which lift and hold up the valves. At the end of a discharge and at the beginning of a 7 suction stroke, the valves are supported by a quantity of liquid which passes back into the pump-cylinder or into the supply plpe at i the change of movement of the piston. For

this reason, the pump mustbe of larger size- Speciflcaflon of Letters Patent. Application filed September 8, 1911.


Patented July 28, 1914.

Serial No. 647,911.

than computationswould indicate, that is,

it must be proportioned to take care of slip- 7 case, and down by the suction in the crank case, or rather by the pressure of the fuel in the pipe 9. The stroke of the piston may be controlled by the collar 18. The return flow of the fuel through the discharge passage 19 of the pump is prevented by the small valve 20. A needle valve 21 controls the maximum rate of flow of the fuel. The cylinder 12 is practically a fuel receptacle in constant communication with the crank-case. V The operation of the engine is as follows. When the piston 3 travels down under force of an explosion, the air in the crank-case is compressed, causing it to force up the piston 13, and thereby causing the liquid-fuel inthe cylinder 12 to be forced up the passage 19, and through the opening 23 into the small chamber 24 which is also a by-pass of wellknown use. When the piston 3 has reached the bottom of its stroke, the port 25 in the piston 3'registers with the port 26 of the chamber 24, and the compressed air will rush from the crank-case, through the chamber 24 and port 27 into the cylinder 1, carrying with it the liquid fuel. During the j compression stroke of the piston3, a partial vacuum occurs in the crank-case, depending upon the tension of the spring 28 of the admissionvalve 8, and the ump iston 13=will be drawn down by this partial vacuum. This will cause a fresh "supply of fuel to flow through the pipe 9 into the cylinder 12. The valve 21 controls the rate of flow to the chamber 24, but may be omitted, if desired; in which case the small opening or passage 23 should be determined accurately. The engine willthen be substantially foolproof although it may be a trifle wasteful with varied fuels. tering the crank case may be controlled by the screw 17 of the air-inlet valve 8.

Where the fuel is gas, a larger pump and alarger intermediate chamber. are necessary The amount of air en a than with liquid fuel. The cylinder,'piston,

.- 33, The gas passes through the munication with the crank-case by means of the pipe 10. -A by-pass chamber 37 com- 'munica tes with the passage by means of thesmall passage 38. It communicates with the ex osion chamber of the cylinder-by the rt registers therewith. The gas is forced into the chamber 37 during the explosion stroke and remains there until the ports 39 and 25 register, when it will be carried into the explosion chamber by the rush of the air from the crank-case. Avalve 41- may be employed to limit the maximum rate of flow of the fuel.

Inengines where the flow of air through the valve 8 is throttled by the screws 17 to reduce the power, the decrease of the pressure mthe crank case will result in the pistons 13 and 33 moving at less than full stroke, alrlidthe fuel will thus be proportioned to t e air.

In Fig. 5, a'modified form of fuel-gas feeder is shown, one in which the air pipe, leadin from the crank-case to the fuel receptace is closed for short intervals of time by the piston. But because of the high speed ;,of the piston, and the small portions of the cycles, during which the air-pipe is closed, the fuel receptacle is in substantially constant communication with the crank-case.

Theconstruction is merely a modification and avoids thelong pipe 40 of Fig. 4.

"The cylinder 1 has'a water jacket 2, a piston 3, and a crank case 6, of which only a portion is shown. The fuel gas comes to the sol fuel-receptacle under light pressure throu h a pipe 44 and its return is preventedby t e valve 45., A shell 46 surroundsa cylinder 42. The shellhas a head 47 having an aper tured cylindrical flange 57, and a p1pe 48 connects this shell to the cylinder 1. A ring .49, of any desiredheight, controls the lower limit of the stroke, of the piston 50. Ahead 51 of the shell furnishes a seat for the (11schargezvalve ,52, whose .movement may be limited by a screw 53"; Aport 54 connects to :the by-pass chamber 56'wh1ch connects to the,.explosion. chamber .by, the port. 27 a and may-connecti o thecrankscase bythe port 25.

- The operation of, thisconstruction is'as fol- W M-With theparts inthe. positionlshown,

the charge is just. flowing into the explosion and with the. compression chamber, y theport39 when the port 2'5 in the piston chamber from the chamber 56 where the gas from the port 54'and air from the p rt 25 mingle. During the'up-stroke of the piston 3, this charge is compressed. As soon as the piston 3 has risen sufliciently to uncover the pipe 48, the pressurein the shell 46 is immediately-reduced to that of the crank-case, which is slightly below atmospheric, and the piston will fall, the'valve 52 will seat itself, and the fuel will flow into the fuel-receptacle or cylinder 42.- :At. the end of the com-;

pression stroke of the piston-3, the cylinder 42 above the piston 50 will be-full of. gas. During the. explosion stroke, theair in the crank-casewill be compressed, and so will also the air intheshel146 and; the gas in the. cylinder 42 above the piston 50, When the passage 48 is closed, which ma occur toward thee'nd or. at. any. portion 0 the explosion stroke, some pressure-is stored the shell 46. The amountiof this'pressure is imma terial, so long as it is sufiicient to raise the valve 52 against its spring 58. The strength of the spring 59, must be sufiicient to resist the pressure of the gas in the pipe 44, until that 4 pressure is assisted by the partial vacuum in the shell 46. As soon as the ports 25 and 27 permit a flow of air from the crank-case to the cylinder 1, the storedpressurefin the shell 46'will force the piston 50 upward, as shown in Fig.5, the gas passing;

throu'ghthe port 54 andmixingwith the air from the'crank-caser In this case therefore,

the fuel receptacle is again under substantially-the same pressure as the crank-case,

excepting at those extremely short intervals;

when the piston 3 closes the pipe 48, which may be disregarded as they have little if any effect upon the operation of the engme.- z The construction shown in Fig. 6 is of the same general type as that of Fig. 5, but the control valve'6O shown in this view is the same as the valve 21 of Fig.1. The pipe 61 connects-the crank-case and the shell .62. The. head 63,has an apertured cylindrical ring 64,-and the shell surrounds the cylinder 65. A piston 66 moves up: or down accordingly as the air pressure in the crank case increases or diminishes. The liquid fuel under slight pressure is conducted to the engine by the pipe 67, and prevented from returning by the valve 68. It passes to the chamber by-pass 69 by. the passage 70 and is prevented from returning by the valve 71. Connecting the chamber 69 and the crankcase is a pipe 73, in which is a check-valve 74 which prevents air from passing from the chamber 69 to the crank-case. 1 4

Fig.- 6 shows the parts just as the piston 3 is about to begin its compression stroke. The piston 66 forces the liquid-fuel through the passage 70 intothe chamber 69,- where it istaken up by the air rushing from the crank-case through the port 25, and the air and fuel'passed into the cylinder through to the chamber 69 are closed and the pipe 61 opened. This will so reduce the pressure in the shell 62 that the piston 66 will descend, drawing a charge of fuel into the cylinder 65. The valve 74 prevents the pressure of air in the chamber 69 from falling. On the down-stroke of the cylinder, pressure is generated in the crank-case, shell 62 and chamber 69. This causes the piston 66 to remain at rest until theport 27 is opened as shown in Fig. '6. At this instant, the pressure in the crank-case and chamber 69 will fall below that in the shell 62 and the latter pressure will drive up the piston 66 and a charge'of fuel will flow into the chamber 69 through the passage 70. Without this pipe 73, the act-ion would be the same as in Fig. 1, where the charge of fuel is slowly forced into the chamber 24, while in the modification of Fig. 6, the charge is forced into the chamber 69 only at the time the port 27 is open.

The by-pass,-or as generally known, the transport passage (24, 37, 56 or 69), is so constructed that in no case does the pressure therein fall below that of the atmosphere. The port 25 registers with the opening into this passage when the pressure in the crankcase is at or above that of the atmosphere. There is thus no suction from this passage to cause the flow ofthe fuel fromthe supply-pipe directly into this passage unless,

induced by the operation of the pressure in the crank-case acting on the pump-cylinder. No fuel will flow past the'suction and discharge valves into or out of the fuel receptacle unless such flow is induced by the suction or pressure respectively, in the crank-case. The passage connects the compression cylinder directly to the crank case, and the gas above the piston 33 and in the chamber 37 will be compressed during the down stroke of the piston 3, and rush through the passage 27 at the instant this passage is opened. This is desirable for high speed engines. When the construction used in Fig. 5 is employed, pressure will be stored below the piston 50 and around the chamber 42. When the port 27 is opened,

this pressure will force up the piston 50 be cause the pressure in the chamber 56 and in the crank-case immediately falls to about that of the atmosphere. For slow running engines, this is often of advantage.

Many other changes in the details of construction may be made by those skilled in the art without departing from the spirit of the invention set forth in the claims.

Having now described several constructions, what I claim as my invention'and desire to secure by Letters Patent is 1. In an internal combustion engine, the combination of a compression chamber, a cylinder having a transfer passage in its wall connecting to said compression chamber, a piston movable within said cylinder to open and close saidepassage, a fuel-pump adjacent the engine, an air-pipe connecting the lower end of the pump and the compression. chamber, a piston slidable up and down in said pump, a discharge pipe connecting the upper end of the pump to the transfer passage, and a fuel-supply pipe for said pump, the pressure of air in the compression cl1amber forcing said piston upward and the fuel into said transfer passage. i

2. In combination with a two-cycle internal combustion engine embodying a crankcase, a cylinder having an inlet port and a passage in its wall connecting to said port and said crank-case, and a piston movable within the cylinder to open and close said port; a hollow body adjacent the engine, an air-pipe connecting the body and the cylinder whose opening into the cylinder is opened and closed by the piston, a fuel-pump within the hollow body actuated by the pressure of the air within the crank-case in its wall and ports at the ends of the same,

a piston having a passage through its wall which registers with one port when the other port is opened into the explosion chamber, a fuel pipe connecting into the passage, a fuel supply pipe, a pump to draw the fuel from the supply pipe and to force it into the cylinder, a pressure storage chamber around the pump and connecting to the bore thereof and a pipe connecting to the pump and pressure storage chamber and the engine cylinder whereby the air in the cylinder at the end opposite the explosion chamber will actuate the pump.

4. In an internal combustion engine, the combination of a compression chamber, a

cylinder having a passage in its wall and ports connecting the cylinder and passage, a piston slidable within the cylinder and having a passage through its wall which registers with one port when the other port is opened into the explosion-chamber portion of the cylinder, a pump-cylinder adjacent and connected to the engine cylinder, a pump-piston within the pump-cylinder, suctlon and dlscharge pipes connecting to one end of said pump-cylinder, said suction pipe connecting to a source of fuel supply and said discharge pipe connecting to the engine cylinder, and a pipe connecting the opposite end of the pump-cylinder and the engine so that the pressure in the compression chamberof the engine may actuate the p ston of the pump to force fuel into said passage.

Wall connecting to said compression cham-,

her, a piston movable within said cylinder to open and close said,passage, a. fuel pump adjacent the'engine, a piston slidable in said pump, an air-pipe connecting one end of the pump and the compression chamber, a. discharge pipe connecting the other end of the pump to the transfer passage,- and a fuel supply pipe for said pump, the ressure of the an 1n the compression chain er operating said piston to force the fuel into said transfer passage.

In testimony whereof I have signed th1s application in the presence of two subscribing witnesses;



Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US2713854 *Jun 18, 1951Jul 26, 1955Outboard Marine & Mfg CoFuel pump and carburetor assembly for two-cycle engines
US3425403 *Jul 26, 1966Feb 4, 1969May Michael GInjection pump arrangement for combustion engine
US4143626 *Dec 12, 1977Mar 13, 1979Performance Industries, Inc.Injector porting for two cycle internal combustion engine
US4161163 *Oct 4, 1977Jul 17, 1979Performance Industries, Inc.Two cycle internal combustion engine
U.S. Classification123/73.0AA, 123/73.00V, 123/DIG.500, 123/67
Cooperative ClassificationF02B2075/025, Y10S123/05