US 1851416 A
Description (OCR text may contain errors)
J. BAUER SELF IGNITING EXPLOSION MOTOR March 29, 1932.
Filed Feb. 19, 1950 J2me): for
sioned that the mixture,
Patented Mar. 2Q, 1932 JORDAN BAUER, or
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IO DAIMLER- GEBKANY, L
GERMANY, ASSIGNOB SHJF-IGNI'IING EXPLOSION MOTOR Application filed February 19,
ratios, self-ignition through heat of compression cannot occur at the same position of the crank. Thus if a machine is so dimenwith a small load and a normal initial temperature, is selfi nited at a definite position of the crank,
specific heats t en with a greater load, self-ignition cannot take place at the same position of the crank, for in this case with a given weight of charge, more fuel is led in, i. e., a mixture richer in fuel is used, that is to say a mixture of higher specific heat.-
The proportion of the specific heats for various compositions of the mixture will now be more fully referred to by way of an example. If a quantity of gas consists of parts of weights g 9 with the respective 0 the specific heat of the mixture is given by the formula For a mixture of parts heat c =0.1684) and one part of 'petrol or etroleum (specific heat.c =0.5) the specific eat is With a greater load and mixturericher in fuel more units of heat must -be supplied to ignite the mixture.
1930, Serial 1%. 429,725; and
ustion engines with self-igniby heat of compression at l of heat to be ad in Germany June 28, 1926.
According to the invention the increase in the specific heat of the mixture in the case of an increased content of fuel is compensated by preheating. In this way it is attained that for all loads the charge is ignited the same position of the crank.
In practice, the specific heats for the different fuels and for the ratios of the ixture which come into question are first ascertained by calculation, and in each case the amount ded to the mixture from without, and the extent to' which the end compression has to be varied are determined therefrom. By these means also the differences in the specific heats of different. fuels can be compensated. r'
Fig. 1 shows an arrangement for varying the initial temperature of fuel and air, com: prising an electric heating device,
Fig. 2 shows a modified form of heating device.
Referring to Fig. 1, the carburetter b is connected up to the suction pipe (1 of the engine. The fuel nozzle. of the carburetter is connected up to the delivery pipe eof the fuel pump d, the stroke of the plunger 40 of the fuel pump being determined by the cam disc f. The plunger wis operated by means of a rocker lever to having a roller '0 thereon which rests on the cam t fixed on the camshaft of the engine. The cam disc 7 is rotat- I able and is rigidly connected to a lever f, of air, (specific which is connected up by a link i to a lever m fixed on a shaft m On the shaft m is fixed the control lever A of the switch 1' of thebattery h which is in the circuit of the heating device 9 surrounding the suction pipe a. The switch has a plurality of contacts con-' nected up by leads k to different cells of the battery It in well-known manner, only a few of the leads being shownin order to avoid confusing the drawings. rangement shown, when the lever 2', is in its highest position, all the cells of the battery arein circuit with the heating device g, while when the lever is in the lowermost position the circuit is broken and the heating device is currentless.
The free end of the rocker lever u rests on In the arthe cam disc f and if the latter is turned anticlockwise it will raise the rocker lever and the pump plunger, so that the -pump will deliver less fuel owing to the reduction of stroke effected by raising the plunger. At the same time, the lever f rigidly connected to the cam disc I will turn in unison therewith and, through the intermediarysof the link f will rock the lever m on the shaft m of the conm trol lever 5 of the battery switch 1', thereby turning the control lever downwardly to reduce the vice g.
In Figure 2, the heating device 9 is arranged inside the suction pipe a instead of outside it as shown in Figure 1.
What I claim is: I A method of regulating the ignition point in mixture-compressing combustion engines go with self-ignition, in which the output is regulated by theamount of fuel being varied, and by the air-charge being kept substantially constant, the initial temperature of the mixture of fuel and air being varied to correspond to the specific heat of .the mixture as it varies with the content of fuel, whereby the mixture is ignited'at the same position of the crank for all loads. 3
In testimony whereof I aflix my signature.
I JORDAN BAUER.
heating action of the heating de-