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Publication numberUS1422794 A
Publication typeGrant
Publication dateJul 11, 1922
Filing dateJan 19, 1920
Priority dateJan 19, 1920
Publication numberUS 1422794 A, US 1422794A, US-A-1422794, US1422794 A, US1422794A
InventorsSmith Frederick Arthur
Original AssigneeSmith Frederick Arthur
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Ignition device for internal-combustion engines
US 1422794 A
Abstract  available in
Images(6)
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Claims  available in
Description  (OCR text may contain errors)

F. A. SMITH. IGNITION DEVICE FOR INTERNAL COMBUSTION ENGINES. APPLICATION FILED JAN. l9, I920.

1,422,794, Eatented July 11 22.

5 SHEETS-SH IN V ENTOR. gala M, W @M W F. A. SMITH. IGNHION DEVICE FOR INTERNAL COMBUSTION ENGINES.

APPLICAH'ON FILED JAN-19. I920.

6 SHEE1SSHEET 2.

INVENTDR.

Patented July 11, 1922.

F. A. SIVIITI-I.

IGNITION DEVICE FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED JAN. 19, 1920.

1 422 7g4g Patented July 11', 1922.

6 SHEETSSHEET 3.

INVENTUR. %@,4 Q

F. A! SMITH.

IGNITION DEVICE FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED IAN. I9, I920;

Patented July 11, 1922.

6 SHEET S-SHEET 4.

INVENTDR.

F. A. SMiTH. lGNITI0N DEVICE FOR INTERNAL COMBUSTION ENGINES.

Patented July 11, 1922.

6 S ENS-SHEET APPLICA'HON FILED JAN.19. 1920. 1,422,794.

INVENTOR.

F. A. SMITH. IGNITION DEVICE FOR INTERNAL COMBUSTION ENGINES.

v APPLICMI'ON FILED JAN. 19, 192.0. 1,422,794. Patented y 11, 1922.

6 SHEETS-SHEET G- WVENTUR. 555M 4.165% W @M Q PATENT OFFICE FREDERICK ARTHUR SMITH, 0152 BRASTED, ENGLAND.

IGNITION DEVICE FOR INTERIJAL-OGMBUSTION ENGINES.

Application filed January 19, 1920.

To all whom'it may concern:

3e it known that l, l ce ERICK i LR'lJT-IUR SMrrI-I, subject of the King of England, residing at Brasted, Kent, England, have invented certain new and useful improvements in Ignition Devices for internal-Combustion Engines, of which the tollowing is a specification.

This invention relates to ignition-devices for internail-combustion engines of the lrind in which an ignition-chamber forming an annex to and communicating with the engine-c vlinder has ignition-charges of, say, air and )etrol-vapour delivered into it from a fuel-supply conduit deriving its supply from carburettor or other source external to the engine-cylinder, each ignition-charge being ignited in the ignition-chamber and issuing, after ignition, as a spurt of flame into the engine cylinder to ignite the main charge therein.

The principal. object of the present invention is to provide for an internal combustion engine an automatic regulating-device for the purpose of delivering the ignition charge (or even the sole combustible charge should the usual main charge to the engine be cut off and the ignitioimcharge thus be come the onlycharge) to the engine, ethciently and economically under varying working-conditions, said device to be inter-- posed between the ignition-chamber and the source of supply ot the ignition or other charge, and preferably as near as possible to the ignition-chamber, which automatic fitted with a valve or valves, which box intercepts the engine-suction and which is so constructed that it will either ((1,) prevent the engine-suction from having at the time at which the piston it up, en v direct access to the source oi? ignition-charge or, alternatively, (b) limit the etlect of the em ginesuction on the ignition-charge to a low degree, and in either e will (0) accurniu lets in the interval, tollowing a sin-tronstroke, the whole or the major part of the ignitionrharge tor the next succeeding suction stroke.

in the first ca e the engine is limited to a draught during the suction-period upon the contents of what is actually or virtuallv a closed box, instead of making an unchecked draught through any supply passage leading Specification of Letters Patent.

Patented J uly it, 19229 Serial No. 352,425.

uninterruptedly in the usual manner at full here back from the cylinder to the prime source of ignition charge; this mode of li1nitation has been found to ensure economical use of the ignition charge and also the re tention in the upper end of the ignitionchamber of portion of the ignition-charge which is pure and uncontsniineted and is therefore adapted to ignite promptly and efficiently and thus to do its full share in the etlicicnt working of the engine as a whole. It will do this with different ignition-fluids end with main charges in the engine that are weak or that otherwise (as by reason of the nature of the fuel-supply) would be ditlicult of ignition.

In the second case the action is virtually the same because although the supply-pipe to the box during the suction period stroke is open it is to be restricted inbore to such a degree that it shall not be able to replace in the box during the short time taken by the suction that part or: t e contents which is then removed from the box, but shall only be able to replace it in the much longer interval which occurs between the suction-periods. 7

in either case the box will deliver, upon the o: ening oi the delivery-valve of the box an ignition-charge which consists either wholly or for the most part, of the contents oi the box accun'iuleted therein during the intervals between the suction-strokes.

A. complete or partial closure of this box, interce 'iting the engine-suction as aforesaid, prevents any such extreme variations of tie w from the source ot ignition-charge to the ignitionrhaniber as have occurred in former cases in which the communication between the enginecvlinder and the source of ignitioirchurge has been unimpeded.

ln niultiple-eylindcr engines wherein there has be 'rect and unimpeded communication between the several cylinders and their source of ignition-charge it has ttrequentlv happened that the connection from one cylinder has been able to draw more sup ply to that cylinder than its proper share; new with the interrupted or impeded and ac cumulative flow in the device herein described, each cylinder to which the device engine-cylinder and so shaped and proportioned as to ensure an efficient production of flame and good subsequent projection, thereof into the main charge in the engine and also to act in certain cases as a regenerative heater or vaporizer forthe fuel and air in its neighbourhood.

According to the present invention there is combined with the engine-cylinder an automatic regulating-device which comprises a box interposed between the ignition-chamber and the source of supply of the ignitioncharge and to which box a fuel-supply conduit leads the fluid which is to be used for the igniting charges. From this box a delivery-conduit constituted by the ignitionchamber leads to the interior of the enginecylinder and in this delivery conduit there is a delivery valve so constructed and arranged as to be opened and shut as a consequence of variations in pressure in the interior'of: the engine cylinder. Conveniently the arrangement is such that apart from its weight, the said delivery-valve is operatedsolely by thefluid pressure existing on its opposite sides which communicate respectively with the interior of the engine cylinder and of the box. Or the delivery-valve may be combined with means (for example a spring or a weight) which tend always to keep it shut, but which will yield and permit it to open whenever the fluid-pressure in the interior of the'engine-cylinder falls sufficiently low in relation to the fluid-pressure in. the box aforesaid to enable the latter pressure to overcome the spring or weight aforesaid. The valve opens automatically during each suction stroke of the engine and is so constructed that it will not open to any back-pressure from the engine-cylinder or the ignition-chamber. The source of sup ply may be under super-atmospheric pressure, if desired; but such pressure must not be high enough to overcome of itself the spring or weight aforesaid. Moreover, it is an important feature of the present invention that in the fuel-supply conduit leading the fluid for the ignition-charges to the interior of the box aforesaid there are means which shall ensure by stoppage or wire drawing of the influx that whilst as a consequence of the opening of the deliveryvalve evacuation from thesaid box is occurring. an entry of as much fluid by the fuelsupply conduit as the quantity evacuated from the box. shall be prevented from ocing to the present invention.

curring. This preventive means may be a. fuel-supply valve in the fuel-supply conduit as hereinafter described which valve will prevent the suction in the engine-cylinder from reaching at any rate at its full value the source of supply of the ignition-charges; or if the valve is absent, the means may consist of a constricted fuel supply conduit whereby the effect of the suction in the engine-cylinder upon the source of the ignition charges may be minimized to a degree which is not injurious to the efliciency of the engine; or the valve and a constricted fuelsupply conduit may be used conjointly as will hereinafter appear.

To the automatic regulating-device aforesaid there may be added the kind of ignition-chaniber hereinafter exemplified.

According to another feature of the invention a single box, preferably formed as an element which is separate from the engine cylinders, supplies more than one cylinder. Such a box may enclose the regulating means governing the flow through the fuel supply conduit. Compactness of construction will thus be secured.

For a more complete understanding of the invention there will now be described with reference to the accompanying drawings, and by way of example only, certain constructional forms of ignition device accord- It is to be understood, however, that the invention is not limited to the precise details enumerated.

In these drawings Figure 1 is a vertical central section of one construction of automatic regulating device and ignition-chamber according to the present invention with a portion of the upper end of an engine-cylinder to which they are attached;

Figure 2 is a similar view of an alternative construction thereof;

Figure-3 is a view of the upper part of Figure 1 modified as hereinafter described;

Figure 4 is a diagrammatic sectional elevation to illustrate the application of a modification akin to that which is shown in Figure to a multi-cylinder engine;

Figure 5 is a section through a construc tion of ignition device corresponding more or less exactly to the construction shown in Figure 2.

Figure 6 is an enlarged view of a portion of Figure 5;

Figure 7 is a cross-section on the line 77 of Figure 6.

Figure 8 is a section through another construction of ignition device; and

Figure 9 is a section through a further construction of ignitiondevice, corresponding in some respects to the construction shown in Figure 4.

Like reference letters indicate like parts throughout the figures. I

With reference first to Figure 1 Above the engine-cylinder E is a box B. A fuel-supply conduit FSC leads to the interior of the box B from any convenient source of fluid ignition-charges. A deliveryconduit DC leads from the box B to the interior of the engine-cylinder E, preferably projecting at its lower end DC into the cylinder, as shown.

In and controlling the delivery-conduit is a non-return delivery-valve DV opening downwardly and fixed to the lower end of a rigid rod B, to the upper end of which rod is secured a fuel-supply valve FSV in and controlling the fuel -supply conduit FSC, into which it opens upwardly. The valve FSV is screwed on to a threaded portion of the rod R and can therefore be adjusted up or down in relation to the rod if desired. A nut N holds the valve FSV in the position on the rod R to which it is adjusted.

The valve DV is held on the rod R at such a distance from the va lve FSV thereon that when the latter is in closed position the rod R will hold the former open and vice versa.

A spring S bearing at its lower end on the top of a part of the fuel-supply conduit and at its upper end on a head H carried by the rod R tends always to maintain the rod B. and valves FSV and DV in a position in which the delivery-valve DV is shut and the fuel-supply valve F'SV open. The head H is threaded on to the rod B so that it may be adjusted thereon to regulate to the desired degree the compression of the spring S.

As soon as the reduction of pressure in the engine-cylinder E during the suction stroke is sufficient to enable such fluid-pressure as exists in the box B to force down the valve DV against the resistance of the spring S (which will have been adjusted accordingly). that valve will open, and in opening will shut down or partially shut down the valve FSV. Thereupon the contents of the box B or part of them will expand into the deliveryconduit DC, which thus obtain a sullicicncy of charge for the next ignition. The valve FSV being shut or partly shut, flow into the box B along the conduit FSC is stopped or impeded. The charge expanded as described into the de-liveryronduit DC is (after compression by the action of the engine-piston) ignited, the pressure in that conduit having previously risen and cooperated with the spring S in shutting the valve DV, thus not only preventing the co1npression and the baclnpressure ot the ignition and explosion from being communicated to the fuel-supply conduit aforesaid but simultaneously opening the valve FSV. On the opening of this valve, further ignition-charge passes from FSC into B to restore the pressure therein which was previpand into the delivery-conduit DC.

ously lowered when part of the contents of P were evacuated through DV whilst the latter was open.

During and after this restoration of pres sure in B the valve DV remains closed until engine suction again opens it in the manner above described.

It will be seen that in any one suctionstroke of the engine the delivery-conduit DC can only obtain charge from below the closed or partially closed fuel-supply valve FSV, for when suction is strong there is practically (or actually, as the weakness of the spring S may determine) no through flow from FSC into B during the suctionstroke.

Referring now to Figure 2, the fuel-supply conduit FSC has no valve in it, but is constricted as at C (or it might be of small bore throughout its length to produce an ciiect substantially the same as though it were narrowed at one place only).

The valve 'DV, rod R and spring S are substantially the same as in Figure 1, except that the spring rests on a spider .9 inside the box B, which spider serves also as a guide for the rod R.

In Figure 2 as soon as the reduction or" pressure in the en gine-cylinder E during the suction stroke is sutiicient to enable such fluid pressure as exists in the box B to force down the valve DV against the resistance of the spring S, that valve will open and the contents of the box B or part of it will ex- A.- though the flow into the box B along the conduit FSC is not altogether stopped (as it was in Figure 1 in the case in which FSV was shut) during the time that the valve DY remains open, the flow past the constriction C is at all times when DV is open, to be so wire-drawn that the entry of fluid in this period will. not balance, in quantity, that evacuated by way oi the valve DV. Such balance will ultimately be restored, but not till after the valve DV has been shut by the joint action of the spring S and the compression ignition and explosion pressure, as in Figure 1. Consequently while the valve DV in Figure 2 is open, though the enginesuction modified in degree by the presence of the box B may be operative on the con tents of the fuel-supply conduit FSC, this will not injuriously affect the working of the engine because its effect will be reduced by the constriction C to a level at which it will. do no harm.

lieiierring now to Figure 3 lit the construction illustrated in Figure 1 were altered as in Figure 3 by fixing a piston-valve FSP on the rod R in place oi the poppet valve FSl of Figure l and by providing a cylindrical seating CS for it in which there is a port Tl forming a constricted end for the fuel-supply conduit FSC variable inarea by the valve FSP, the altered' construction would operate as follows With the delivery valve DV open to a given extent, the piston-valve FSP if previously suitably set on the rod It relatively to the valve DV, would cover the port Tl? completely or, alternately, could be arranged to leave it slightly open, and if the amounts of opening of the delivery-valve were reduced below the given extent aforesaid, the pistonvalve FSP would automatically increase, in inverse proportion, the amount of opening of the port TP. ith such a means as this for varying the amount of the constriction of the fuel-supply conduit, such influx into B as occurs whilst DV is open is variable in relation to the movement of the valve DV so that the tendency of strong suction in the engine to draw an excessive amount of ignitioncharge into the deliveryconduit DC' is counteracted and moreover, the tendency of weaker suotions' to draw too weak a charge into the delivery-conduit is also counteracted in degrees inversely proportioned to the weakening of the suction. The port TP may be tapered, as shown, or otherwise formed to facilitate the proportioning of the ignitioncharges to the suction, as required.

Referring now to Figure 1, this illustrates an alternative construction according to the present invention wherein boxes B are applied one to each cylinder E E of a twocylinder engine, but'the fuel-supply conduits FSC FSC to the respective boxes are led to a valve-chamber VC common to them, which chamber derives its supply from the principal fuel-supply conduit FSC. In the valvechamber is a piston-valve FSP on a rod R normally held up by a spring S and sliding over a cylindrical seating CS in which there are ports TP each forming a constricted end of variable effective area for the fuel-supply conduit FSC at its virtual junction with the fuel-supply conduits FSC' FSCF. The valve F SP in Figure 4, however, instead of being moved by either of the delivery-valves DV ac cording to the suction in any one cylinder E? or E is actuated by a piston P in a cylinder SC in opposition to the action of the spring S The piston P is itself operated by the suction exerted upon it from both the cylinders E E indirectly by a suction-pipe SPF leading from the common inductiornpipe IP of both the cylinders E FF; consequently the movements of the fuel-supply piston F SP are determined by the average suction of the engine.

In Figures 1 and 2 the delivery-coi'iduit DG which extends from the delivery-valve DV to the engine -cylinder E is formedas a plurality of co-axial communicating chambers 1, 2 and 3 (Figure 1) or 1 and 2 (Figure 2) in series. The vessel 1 contains a spark-plug SP for firing the ignition charge. These vessels are successively larger" as they near the engine-cylinder and each is provided with a coned outlet CO having its narrower end directed towards the engine-cylinder. Baflies F project into the delivery-conduitbetween these vessels, to check back-flow up them, and to counteract the tendency of burnt and other gas from the cylinder to rise in the ignition-conduit and contaminate the plug.

In the first of these vessels (1 in the drawings) that is to say the vessel nearest the point of entry of the ignition-charges into the ignition-conduit the freshest part of the ignition-charge will be found. The capacity of this vessel 1 should be such that it will preferably not contain more than the bulk of the freshly admitted ignition-charge after that has been compressed; thereby, as well as by the baffles F, the risk of stale gas being forced up into it is minimized.

The projecting end DC of the deliveryconduit DC gets hot and heats, regeneratively, the gases inside it, and outside it, thereby facilitating the ignition of the main charge in the engine-cylinder.

In the constructions of ignition-device described above the delivery-valve DV is fitted with a spring which tends always to keep it shut but which will yield and permit it to open whenever the fluid pressure in the interior of the engine cylinder falls sufficiently low. It is not, however, essential that the delivery valve should be provided with a spring or any otherpositive means for this purpose as it is possible for it to be operated, apart from its weight, solely by variations in pressure in the interior of the engine cylinder.

Referring now to Figures 5, 6 and 7, the delivery valve DV shown therein takes the form of a thin circular disc which is received in a cup G mounted in a boss II in the box B. The cup G is retained in position by a screwed and perforated cap J. The cup ,G is recessed at K to receive the valve DV and is slotted at L to provide a throughway from the interior of the box B to the chamber 1. The perforation J in the cap J, and the delivery-valve DV are of such relative sizes that the delivery-valve when against the lower end of the cap J can completely close the end of the perforation J and thus shut ofif communication between the box B and the chamber 1.

Its own Weight will, of course, tend to keep the valve DV open, but this valve may be made of such thin metal that its weight will strokes it will be shut, the pressure in the engine cylinder during each of these three latter strokes being higher than that in the box B.

The parts SP, DC, F, 2, E, DC CO, C and FSC shown in these figures are the same as are shown in Figure 2.

Referring now to the construction shown in Figure 8, the parts E, B, and SP are similar to those described above, but it will be observed that the box B is separate from the engine cylinder. The sparking plug SP projects into a chamber LL leading through a conduit M to the interior of the cylinder. Communicating with the chamber LL also are conduits N which can communicate through a conduit N with a pipe PP leading from the box B. Controlling the conduit N is the deliveryvalve DV which in this construction takes the form of a ball, and it will be observed that by its own weight it tends to close the conduit N Similarly to the construction shown in Figures 5 to 7, however, this delivery-valve will be opened and shut by the variations in pressure on the opposite sides of it; that is to say it will be opened during the inlet stroke of the engine piston and closed during the compression, firing and exhaust strokes.

In the construction shown in Figure 9 the arrangement is in many respects the same as shown in Figure 4;, and the parts E FSC, FSC FSC FSP, P, S, SC, SP1 SP and 1, are the same. Included in the pipe SPP is a valve Z to cut off or modify the suction say when the engine is being run on the supply through the conduit FSC alone (i. e. the auxiliary supply). The conduit FSC communicates with the chamber 1 through conduits N and N whereof the latter may be closed by a ball delivery-valve DV. In this construction the weight of the delivery-valve DV will not operate either to 7 open or to close the valve but the lat-ter will be operated solely by variations in pressure on the oppositesides of it. The conduits FSC and FSC draw their supplies from the box B which is formed as an element separate from the engine cylinders E This box B encloses the regulating means govern ing the flow from the supply conduit FSC to the conduits FSU and FSC The conduit FSC communicates with the box B through ports Q, and it is controlled by the valve FSP operated by the pressure in the pipe SPP. As only one cylinder at a time is drawing upon the box 13, the effect is sub stantially the same as in the other constructions in which each cylinder has a separate box. During the suction period of any one cylinder the latter has access to an accumulated charge to which there is a restrained influx of mixture. This construction as applied to multi-cylinder engines has the advantage of compactness of construction.

From the foregoing it will be observed that the constructions shown in Figures 59 operate on the same principle as the constructions shown in Figures 1% and offer the same advantages; they also offer other advantages. For instance the omission of spring loaded delivery valves is from some points of view desirable.

hat I claim as my invention and desire to secure by Letters Patent is 1. An automatic charge-accumulating and regulating device for internal combustion engines, comprising a box, a fuel supply con-- duit leading thereto, a delivery conduit leading therefrom to the engine cylinder, said delivery conduit comprising a plurality of communicating chambers having baffles therebetween, a delivery valve in said delivcry conduit adapted to be opened and shut by variations in pressure in the engine cylinder, and controlling means in the fuel supply conduit preventing the entry of as much fluid to the box as is evacuated therefrom while the delivery valve is open, substantially as described.

2. An automatic charge-accumulating and regulating device for internal combustion engines, comprising a box, a fuel supply conduit leading thereto, a delivery conduit leading therefrom to the engine cylinder, a springless delivery valve in said delivery conduit adapted to be operated by variations in pressure in said cylinder, and controlling means in the fuel supply conduit preventing the'entry of as much fluid to the box as is evacuated therefrom while the delivery valve is open, substantially as described.

8. An automatic chargeaccumulating and regulating device for multicylinder internal combustion engines, comprising a single box formed as an element which is separate from the engine cylinders, a fuel supply conduit leading thereto, a. delivery conduit leading from said box to the interior of each engine cylinder, a delivery valve in each delivery conduit opened and shut by variations in pressure in the interior of the engine cylinder, and controlling means in the fuel supply conduit preventing the entry of as much fluid to the box as is evacuated therefrom while the delivery valve is open, said controlling means being surrounded by the said box, substantially as described.

4. In an internal combustion engine, an automatic charge-accumulating and regulating device, comprising the combination with abox, a fuel-supply conduit leading thereto, a delivery conduit leading from said box to the engine cylinder, and a delivery valve in the delivery conduit adapted to be opened and shut by variations in pressure in the interior of the engine-cylinder, the only action of suction in the cylinder on said valve being such as tends to open it, of fuel-supply controlling means in said fuel supply con.-

duit arranged to prevent the entry of as much fluid into the box as is evacuated therefrom while the delivery valve is open, and thereby cause a greater reduction of pressure in said box and in the whole of said delivery conduit, when said delivery valve is opened by suction, than would obtain were the said controlling means not provided, substantially as described.

5. In an internal combustion engine, an automatic charge-accumulating and regulating device, comprising the combination with a box, a fuel-supply conduit leading thereto, a delivery conduit leading from said box to the engine cylinder, and a delivery valve in the delivery conduit adapted to be opened and shut by variations in pres sure in the interior of the engine-cylinder, the only action of suction in the cylinder on said valve being such as tends to open it, of fuel-supply constricting means in said fuel-supply conduit arranged to prevent the entry of as much fluid into the box as is evacuated therefrom while the delivery valve is open, and thereby cause a greater reduction of pressure in said box and in the Whole of said delivery conduit, when said delivery valve is opened by suction than would obtain were the said constricting means not provided, substantially as described.

6. In an internal combustion engine, an automatic charge-accumulating and regulating device, comprising the combination with abox, a fuel-supply conduit leading thereto, a delivery conduit leading "from said box to the engine-cylinder, and a delivery valve in the delivery conduit adapted to be opened and shut by variations in pressure in the interior of the engine'cylinder, suction in the cylinder tending solely to open said valve, of fuel-supply throttlingmeans in said fuel-supply conduit arranged to prevent the entry of as much fluid into the box as is evacuated therefrom while the delivery valve is open, and thereby cause a greater reduction of pressure in said box and in the Whole of said delivery conduit, when said delivery valve is opened by suction than would obtain were the said throttling means not provided, substantially as described.

7. In an internal combustion engine, an automatic charge-accumulating and regulating device, comprising the combination with a box, a fuel-supply conduit leading thereto, a delivery conduit leading from said box to the engine-cylinder, and a delivery valve in the delivery conduit adapted to be opened and shut by variations in pressure in the interior of the engine-cylinder, the only action of suction in the cylinder on said valve being such as tends to open it, of a fuel-supply valve for controlling said fuel-supply 1 conduit, which Fuel-supply valve is arranged to be subjected to the action "of suction in the engine-cylinder when the delivery valve is open, in such manner that it tends to close the fuel-supply conduit under the action of such suction, substantially as described.

8. In an internal combustion engine, an automatic charge-accumulating and regulating device, comprising the combination with a box, a fuel-supply conduit leading thereto, a delivery conduit leading from said box to the engine cylinder, and a delivery valve in the-delivery conduit adapted to be opened and shut by variations in pressure in the interior of the engine cylinder, the only action of suction in the cylinder on said valve being such as tends to open it, of a fuel-supply valve arranged to control said fuel-supply conduit, .and means controlled by variation of pressure in the cylinder, which means are'operatively connected with said fuel-supply valve and tend to close the latter under the action of the suction in the cylinder, substantially as described.

9. In an internal combustion engine, an automatic charge-accumulating and regulating device, comprising the combination with a box, a fuel-supply conduit leading thereto, a delivery conduit leading from said box to the enginecylinder, and a delivery valve in the delivery conduit adapted to be opened and shut by variations in pressure in the "interior of the engine-cylinder, the only action of suction in the cylinder on said valve being such as tends to open it, of fuel-supply controlling means in said fuel-supply conduit arranged to prevent the entry of as much fluid into the box as is evacuated therefrom while the delivery valve is open, and thereby cause a greater reduction of pressure in said box and in the whole of said delivery conduit, when said delivery valve is opened by suction, than would obtain were the said controlling means not provided, said delivery conduit comprising a plurality of chambers opening one into another in a row, whereof the chamber nearest said box constitutes an ignition chamber, and ignition means in said ignition chamber, substantially as described.

10. In an internal combustion engine having a plurality of cylinders, an automatic chargeaccumulating and regulating device. comprising a box, a fueLsupply conduit leading thereto, a plurality of delivery conduits leading from said box to the interior of each of said cylinders, and a plurality of delivery valves, one in each delivery conduit, adapted each to be opened and shut by the variations in pressure in the interior of the engine cylinder to which it is allotted, suction in each cylinder tending solely to open its allotted delivery valve, of fuelsupply controlling-means comprising a controlling member in said fuel-supply conduit, 1

and a suction device actuated by the joint suction of said cylinders and operatively connected with said controlling member, which controlling-means are arranged to prevent the entry of as much fluid to the box as is evacuated therefrom While a delivery valve is open, and thereby cause a greater reduction of pressure in said box and in the whole of each of said delivery conduits, when the delivery valve allotted thereto is 10 opened by suction, than would obtain Were the said controlling means not provided, substantially as described.

In testimony whereof I aflix my signature.

FREDERICK ARTHUR SMITH.

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US3066662 *Aug 26, 1960Dec 4, 1962Walker Mfg CoIgnition device for internal combustion engines
US3661125 *Jan 29, 1968May 9, 1972Friedrich StumpfigMethod and apparatus for adapting engine to stratified charge oepration
US4140090 *Oct 17, 1975Feb 20, 1979Owen, Wickersham & EricksonPrecombustion chamber, stratified charge internal combustion engine system using a highly combustible gas in the precombustion chamber
US4174679 *Jan 9, 1978Nov 20, 1979Toyota Jidosha Kogyo Kabushiki KaishaInternal combustion engine with a subsidiary combustion chamber
US4175501 *Jul 29, 1977Nov 27, 1979Toyota Jidosha Kogyo Kabushiki KaishaInternal combustion engine with an auxiliary combustion chamber
US4467759 *Oct 14, 1982Aug 28, 1984Artman Noel GCombined air intake passage and precombustion chamber for internal combustion engine
US4646695 *Dec 9, 1985Mar 3, 1987Oak Ridge Systems, Inc.Device for improving the ignition of fuel-air mixtures in internal combustion engines
US4696269 *Jan 23, 1987Sep 29, 1987Oak Ridge Systems, Inc.Device for improving the ignition of fuel-air mixtures in internal combustion engines
US5222993 *Sep 28, 1992Jun 29, 1993Gas Research InstituteIgnition system for water-cooled gas engines
US6840033Feb 3, 2003Jan 11, 2005Joseph S. AdamsCombustion chamber system
Classifications
U.S. Classification123/143.00R, 123/282, 123/143.00B, 123/256, 123/275, 123/286
International ClassificationF02B19/10
Cooperative ClassificationY02T10/125, F02B19/1033, F02B19/1004
European ClassificationF02B19/10B1A1, F02B19/10A