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Publication numberUS1331665 A
Publication typeGrant
Publication dateFeb 24, 1920
Filing dateJul 5, 1918
Priority dateJul 5, 1918
Publication numberUS 1331665 A, US 1331665A, US-A-1331665, US1331665 A, US1331665A
InventorsOhborg Johan Fredrik Olof
Original AssigneeOhborg Johan Fredrik Olof
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Internal-combustion motor
US 1331665 A
Abstract  available in
Previous page
Next page
Claims  available in
Description  (OCR text may contain errors)

J. F. 0. UHBORG.



1,33 1,665, Patented Feb. 24,1920.


Imus/a607- Gwen 90 1c a 1. F. 0. UHBORG.


APPLICATION FILED JULY 5.19l8- 1,331,665.


Patented Feb. 24, 1920.

1.. F. 0. O'HBOHG.



Patented Feb. 24,1920.



Patented Feb. 24, 1920.


r a 7 5 w 00 M W- 4/ 0 T||. F 2 a L a g 7 Q WM a 1. 0. w. 7 Q M M 6 FIIIIIIIIIEIIIIdrIU A. .I I


*JOHLNY iz'nnnmx one! omaone, as wmose, FINLAND.


To all whom it may concern:

'Be it known that I, J CHAN F REDRIK' OLor 'OHBORG, a citizen of Finland, residing in WVibor'g, Finland, have invented certain new and useful Improvements in Internal-Combustion Motors,of which the following is a specification.

The present invention relates to motors for liquid or gaseous fuel, and aims atthe utilization of the greatest possible portion of the energy still remaining in the outgoing combustion gases. This takes place in such manner that the hot combustion gases are led into and through a receptacle filled with water, whereby steam is. produced, which is conducted into a second cylinder and in this acts upon a second piston, the work of which is transferred to the same shaft as the work of the piston in the combustion cylinder.

The accompanying drawings show an embodiment ofa stationary notor of the present construction, comprising. atwo-cycle hydroc'arbon motor and a steam motor connect edwith this to utilize a mixture of exhaust gases and steam obtained inthe manner just described. The improvement can equally well be adapted for four cycle niotors with the proper modifications. In the drawings,- 7

Figure 1 shows a verticalsection through both cylinders and through the receiver along the line A"B Fig. g I

Fig. 2 shows a vertical section along the broken line C DE.FGr in Fig. 4, the

pistons being removed. I V h V Fig. 3 shows the construction in plan, and Fig. 4 in horizontal section along the line H 1 in Figs. land 2; I

Fig. 5 is an oblique elevation, partly in vertical section, through the axis of the valves.

Fig. 6 is a fra mentary vertical section through the oil pum Fig. 7 isa fragmentary vertical section;

through the valve 6. 7 I v The compressed air introduced into the working cylinder 1" of the hydrocarbon oil motor comes in contact with fuel oil introduced throughthe fine injection nozzle '2, whereupon this burns; The pressure medium, arising therefrom expands until the piston 3 has sunk so far thatthe outlet ports 4 are uncovered (the position of, the piston in Fig. l). The used-up pressure medium flows t eses-h these ports'into'the channel ,5111" the outlet from-whence rehef valve Specification of Letters Patent.

Patented Feb. 24., 1920.

Application'fikd ini 5, 1918. Serial No. 243,266.

the' 0'11 motor, are allowed to flow and produce thereby steam, which mixes with the combustion gases. The mixture is led into the channel 8 at the upper end of the receiver and flows out through the port 9, un-

dercontrol ofa piston slide valve 10, which on its descent admits the mixture into a port 11 which leads to the bottom of a second cylinder 12. In this cylinder the gas and vapor mixture acts upon the lower surface of a piston-13, which in the arrangement here shown is connected with the piston 3.

As indicated, the piston 13 preferably has a eonsiderablyiarger diameter than the piston 3'. 'As the :piston 13 approaches its upper position, the piston valve 10 changes beforehand in the ordinary manner the direction of the flow, the connection between "the ports 11 and 14 is opened, and the gas and vapor mixture is exhausted from the cylinder 12 through the ports 11 and 14 to the discharge pipe 15 which leadsto'a centrifugal condenser 16 (Fig. 2) of any or dinary construction. R

The istons a and 13, are by means of a piston rod- 17, connected with a cross head 19 sliding in the guide 18, and this, by means of the usual pin 20,.is connectedwith the connecting'ro'd 21 which drives the crank shaft 22. The piston rodandcrosshead can, however, eereplaced by a lengthened self-packing piston or plunger of such dimensions that 1 the upper end of the connecting rod is fastened in the piston in the usual way,

the same a's'the'link rod'23 is conn cted with thepiston'24; V r I y The cylinder 12 above the piston 13 serves as'an air compressor. The air compressed by the movement of the piston 13 upward passes through the port'25' under control of the valve 26 h (which forms a continuation of thepist'on -valve 10) to the air receptacle'27. 'Fr'om' this'receptacle the air forces itself through shut-0'11 valve 28*into the 10, I shut off from thecombustion cylinder 1,

7 into the cylinder-1..

the valve 6 iii'detail may beas shown in Fig. 7, where the valve 6 is pressed down by, a spring 6 re-acting against'the casing 6. Thelower end 6'? of this casing limits theconiblistion cylinder 1 at the moment when the pressure in the latter cylinder sinks below the pressure of the air compressor, which happens during the very last part of. the downward piston stroke, when the outlet ports 4 communicate with the receiver.

The air thus scavenges the cylinder. i

The valve 6 is a check valve, so that the receiver 7, if the pressure in the cylinder 1 approaches the pressure in the "receiver, is

so that neither .water nor steam will flow lift of the valve. The cylinder 1, the ex- 25. .versa. This reverse :mechanisin, which is haust gas and steam cylinder 12, andthe valve device, are preferably \Vltlllll tln) receiver. V

. lhe control of the motor by the shaft takes place by a reverse mechanism of the' same kind as in steam engines for reversing from forward to backward, and vice shownin Figs; 1 and 2, consists of'an 600611- I tri'crattached to the shaft 22, which is in- ;elosed by an eccentric,,frame attached to a lever 29, which is connected by means of a pin 30 with the link rod 31. The lower end "of the latteris againby means of a pin 32' connected with the lower end 33 ofthe reverse arm, whichiend, in reversing, describes 35.v

. the reverse shaft 32 as center; The lever a circular-shaped course with the axis of -29 drives the link rod 23 of the reverse mechanism, which by means of the, hinge .pin 35 is connected to the lower portion of the piston valve rod 36, which latter portion is enlarged'to a paeked piston 24r closing off the space'l l downward. The movement from forward to backward, and vice versa, is obtained bythrowing over the reverse lever. 37 in the direction ofthearrows. The lever '37 is connected-to crank I arm '33 through rock shaft37 turning in abearing 37% A safety valve 88. (F ig. 3) secures the re I pressure ruling in; the'receiver.

ceiver 7 from bursting on account of the Theupper, end of the' valve piston rod 36 drives a super air compressor 40 which draws -c ompressed'air from the chamber=27 through a port 41, compresses it to higher Qpressure, and. eXpels it through a-passage 432 which leads to the fuel injection nozzle 2 forspraying the fuel oil into the cylinder the same time air is driven from .40, through a tube 43 to a. reservoir (not J shown): for storing compressed air for use in starting the engine.

7 The compressor lO is illustrated diagraminatically, the details as to valves,'etc., not .bemg -.m1. cet d, a ch. wmpr smrs ,-.a

The construction of well understood. For driving the compressor the valve rod 36 engages through 'a screw. RS-screwed into its upper end, and

nuts or screw collars 46, with a lever arm 14 projecting from a rock shaft 47 which has an upturned arm 47 engaging the plunger of the compressor 40.- The lever arm 44 acts =L1PQ11 another lever 49, the opposite arm of which engages a valve stem 50 in the fuel oil. injector and lifts it at the proper intervals. for introducing the liquid fuel into the combustion cylinder 1,,so that the fuel is sprayed into this cylinder by the high pressure air from the compressor 410 which enters through the channel 51. The oil-injecting pump may be'constructed as shown in F g. 6. 1 The pump casing 18 receives the endof the shafts? which carries ancccentric pin-or crank 47 which moves' in a slotted crosshead 17 forming part of the piston 41-7, the corresponding rod" 17 serving as a guide- As the piston 47 reciprocate s,v oil is drawn from the casing through suction opening 47 and forced out'past the ball valve47 and jflowsthence into chamber 51, from which, ,nnder control of the spindle 50, itentersjthrough the nozzle,% into the combustion chamber.

which,- as .-above stated, surrounds the'combustion cylinder 1. I

.W'hat'lclaim is: g '1 1 .l. The combination of an internal combustion inotorand a, steammotoravith a receiver containingwater, ,apassage leading the spent gases from the first'motor to said receiver to vaporize the water, a loaded check-valve .in said passage, a va'lvefco'ntrolling the flow o fgmixed gases and steam fron the receiver to said steam motor, and an air-compressor discharging into the first motorto scavenge its cylinder.

I 2. The combinationof claim1,in which the cylinder of said steam niotorareceives steam at one end and air at the other, so

,passage leading the spent gases from said motor to said I'GCBIVQI. to vaporize the water,

a steam motor, and an air compressor, the pistons of said motor and compressor being connectedto movein unison, a valvefcontrolling thefiow of mixed gases and steam from .the receiver tosaid steam motor, and

a'conduit leading the air from said compressor to the internal combustion motor.

,. The pqnibieatioesome1 et ma ;Qm-

Wateris'admitted by a pipe .53, being drawn in by a plunger.v '52 carried on the 'valvestem, and forced out into a passage 5 1, from which it flows into the receiver 7 bustion motor, a receiver containing water, a passage leading the spent gases from said motor to the receiver to vaporize the water, a steam motor, a valve controlling the flow of fluid from the receiver to said steam motor, and an air compressor driven from the motors and discharging into the cylinder of the first motor to scavenge it.

6. The combination of claim 5, plus a super-compressor for further compressing the air delivered from said compressor, and means for injecting the super-compressed air into the first motor.

7. The combination of claim 5, plus means for forcing highly compressed air into the cylinder of the combustion motor together with fluid fuel.

8. The combination of an internal combustion motor of the two-cycle type, having in its cylinder exhaust ports uncovered by the piston at the end of its stroke, a receiver containing water, a passage leading the spent gases from said exhaust ports into said receiver to vaporize the water, a steam motor, a valve controlling the flow of mixed gases and steam from the receiver to said steam motor, an air compressor driven by said motors, and a valved passage from said compressor entering the cylinder of said first motor, the valve thereof adapted to admit compressed air to said cylinder at the end of the power stroke to scavenge the cylinder.

9. The combination of claim 1, plus a reversible slide valve mechanism controlling the flow to and from the steam motor and air compressor.

10. The combination of claim 1, plus a reversible slide valve mechanism controlling the flow to and from the steam motor and air compressor, and a super-compressor driven by said valve mechanism for further compressing the compressed air.

11. The combination of claim 1, in which the receiver partially incloses the cylinders of said motor and air compressor to cool them and utilize the heat therefrom to generate steam.

12. A combined motor according to claim 1, having its combustion cylinder above and a larger steam cylinder beneath, and having its receptacle for water and steam surrounding such cylinders so as to abstract heat therefrom.

In witness whereof, I have hereunto signed my name in the presence of two subscribing witnesses.




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US8448440Dec 2, 2010May 28, 2013Thermal Power Recovery LlcMethod and apparatus for achieving higher thermal efficiency in a steam engine or steam expander
US8661817Jul 27, 2010Mar 4, 2014Thermal Power Recovery LlcHigh efficiency dual cycle internal combustion steam engine and method
US20090293480 *Aug 12, 2009Dec 3, 2009Harmon Sr James VHigh Efficiency Multicycle Internal Combustion Engine With Waste Heat Recovery
US20100300100 *Jul 27, 2010Dec 2, 2010Harmon Sr James VHigh Efficiency Dual Cycle Internal Combustion Steam Engine and Method
US20110083434 *Dec 2, 2010Apr 14, 2011Thermal Power Recovery LlcMethod and Apparatus For Achieving Higher Thermal Efficiency In A Steam Engine or Steam Expander
U.S. Classification60/604, 60/616, 60/621, 60/619
International ClassificationF02B75/32, F02G5/02
Cooperative ClassificationF02G5/02, F02B75/32, Y02T10/166