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May 4, 1943. H. R. RICARDO 2,318,333 INTERNAL COMBUSTION ENGINE OPERATING on the - TWO-STROKE CYCLE with LIQUID FUEL Injection Filed Jan

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May 4, 1943. H. R. RICARDO 2,318,333 INTERNAL COMBUSTION ENGINE OPERATING on the - TWO-STROKE CYCLE with LIQUID FUEL Injection Filed Jan May 4, 1943. H. R. RICARDO 2,318,333 INTERNAL COMBUSTION ENGINE OPERATING ON THE - TWO-STROKE CYCLE WITH LIQUID FUEL INJEcTIoN Filed Jan. 17, 1940 ‘ 4 Sheets-Sheet 1 May 4, 1943. H. R. RICARDO ~ 2,318,333 INTERNAL COMBUSTION ENGINE OPERATING ON THE TWO-STROKE CYCLE WITH LIQUID FUEL INJECTION Filed Jan. 17, 1940 \ 4 Sheets-Sheet 2 mu,’ 7 A ttIn'ney .( May 4, 1943. ' H, R, RICAYRDO I 2,318,333 INTERNAL COMBUSTION ENGINE OPERATING ON THE TWO-STROKE CYCLE WITH LIQUID FUEL INJECTION , Filed Jan. 17, 1940 4 Sheets-Sheet 3 . D3 _' ' H, ' » Fig. 231 E > ‘B2 \\ \\ M, Invuntor A Home): May 4, 1943. ' H. R. RICARD/O 2,318,333 . INTERNAL COMBUSTION ENGINE OPERATING ON THE TWO-STROKE CYCLE WITH LIQUID FUEL INJECTION Filed Jan. 17, 1940 4 Sheets-Sheét 4 ‘ w 1? m‘ Invent!» ' . b v A Home) ‘Patented. May 4, 1943 I 2,318,333 , UNITED; STATES PATENT OFFICE ’ INTERNAL COMBUSTION ENGINE organ- ING ON The 'rwo-s'rnoxn CYCLE wrrII uoom FUEL INJECTION - _ Harry Ralph Ricardo,_ London, England Application January 17, 1940, Serial No. 314,323 Q / In Great Britain‘ January 17, 1939 c _ 4 Claims. ((1123-32) This invention relates internal combustion s only through one or more relatively narrow pas engines operating on the two-stroke cycle with sages. " v > / liquid fuel injection but employing fuel which is ' Where the combustion chamber in the cylinder always spark-ignited and thus distinctfrom en- ’ head, is of a bulbous form, theidiameter of the gines operating with compression ignition. throat or mouth is ‘such that the cone ofvfuel de-' According tothis invention an engine operat - livered from the injector along the cylinder axis ing on the two-stroke cycle is provided with a will pass substantially .clearthrough the mouth sleeve valve and 'has‘end to end scavenging the into the cylinder, avoiding as far as practicable fuel being injected directly into the cylinder by .a fuel 'particles ‘striking the wall of the throat, timed pump which delivers the fuel from an in 10 In other words the diameter of the cone of fuel jector located in the end of the cylinder adjacent where it passes through the mouth or throat is to the sparking plug or plugs and remote‘ from less than the minimum diameter of the mouth?‘ the piston controlled scavenge ports, thechar Thus substantially the whole of the fuel injected acter and direction of the fuel spray, the axis of will meet and mingle with the airentering the which is substantially coincident with the cyl-_ 15 cylinder after the uncovering of the scavenge inder axis, and the timing of the fuel injection ports by the piston and as this air ?ows towards causing the fuel to meet the entering air and the inner end of the cylinder to displace ‘the ex mingle with it during the latter part of the haust gases as they ?ow out over the inner end scavenging period. Scavenge ports are formed. of the sleeve through the exhaust ports, which as in the sleeve which register with ports in the 20 mentioned are located at the wall of the cylinder 'wall of the cylinder itself. when the ports in towards its inner end. ‘- ‘ the sleeve are uncovered by the‘piston. The ‘The face ‘of the piston may be flat or dished exhaust gases ?ow out over- the inner end of the vover the whole or greater part of its face or be sleeve and through ports formed in the wall of otherwise formed as found desirable. The face of the cylinder towards its inner end. The timing of 25 the 'piston should be symmetrical, that is to say the fuel injection may be arranged so that the ' distinct from pistons of known type having asym injection period ends at the same angular tim metrical depressions in or projections on their‘ ing at all loads, but commences earlier with in faces. , ~ ' creased load. ' -- The improved engine preferably operates with The fuel injector itself may be disposed in the 30 a compression ratio of the order - ot' approxi~ head of the cylinder so that the axis of the/in; ‘ mately 7 to 1. ' jector is coincident with the cylinder axis. For The accompanying drawings illustrate by way constructional reasons, however, the injector may of example two alternative constructions that be arranged so that its axis lies at‘an angle to may be employed in carrying the invention \into the cylinder axis, but then the nozzle is formed 35 practice. In thesedrawings-—. ' so that the fuel jet itself will have its axis sub Figure 1 is a diagrammatic sectional eleva- - stantially coincident- with the cylinder axis. The tion of a cylinder of the improved'engine show formation of the cylinder head and of the fuel jet ingv a construction‘in which the cylinder head is itself are symmetrical with respect to'the cylin- ' formed with a‘. conical combustion chamber der, the contour of the combustion chamber in 40 therein. 1 ' " _ I the cylinder head varying, however, as found con‘ Figure 2 is a partial sectional elevation showing venient. For example this combustion chamber the gearing arrangement. ‘. - may be conical or bulbous. That is to say it may Figure 2A is a sectional elevation in the plane comprise a bulb which is a ?gure of revolution of the crankshaft axis showing a‘ single cylinder about the cylinder axis and communicates with 45 engine [embodying the present invention the head‘ the cylinder through ' a somewhat constricted of the cylinder in this case having in it a combus throat or mouth; the diameter of the latter, how tion chamber of bulbous form; > v - - ever, being of such size in relation to the maxi Figure 3 is a sectional elevation in a plane at _ mum diameter of the bulb in a plane normal to ‘ right angles to the plane‘of Figure1'2 showing the the cylinder axis,‘ and to the diameter of the .570 same construction as is illustrated in? Figure 2. cylinder that the combustion chamber falls with _ Referring to Figure 1‘ the cylinder A‘ is provided in the category of such chambers which are desig with one ormore air ‘inlet or‘scavenge ports B nated as being in “open” communication with situated where they will be uncovered by the pis= the cylinder, as distinct from a combustion ton C towards the end'of'its outstroke.. These chamber which communicates ‘with the cylinder ports are preferably ‘symmetrically. arranged and l 2 2,318,333 . V p lead from a scavenge air belt surrounding the cyl ' to the plunger axis. This gives a constant cut-0t! inder. The exhaust ports D are formed in'a simi _ to the fuel delivery. \, lar way in the cylinder wall towards its inner end . - Referring now to Figure 2A of the drawings, in these ports opening intoan exhaust gas belt. the single cylinder engine here shown the cylinder The sleeve valve E has ports E1 therein which at A has in thewhead F1 a combustion chamber H1 the proper time in the cycle will register with the of bulbous form. That is to say the chamber in scavenge ports B in the cylinder wall. The actual this instance is substantially spherical having a inflow of scavenge air is controlled by the move large mouth H2 which gives open communication ment of the piston C over these ports E1 in the between thechamber and the end of the cylinder. sleeve the dimensions of these ports being deter 10 The diameter of this mouth H2 is less than the mined accordingly and broadly speaking being maximum diameter of the chamber H1 and the severally smaller than the corresponding port or cone of fuel delivered into the chamber by the ports B in the wall of the cylinder itself. The centrally placed injector J has a diameter less movement of the sleeve E determines the uncov than the diameter of the mouth H2 where this ering of the exhaust ports D the exhaust gases fuel cone passes through the mouth into the cyl ?owing out from these ports in the cylinder wall inder. Two sparking plugs G are conveniently ar but over the end of the sleeve E. ranged oppositely in the chamber H1 and sym The cylinder head F is preferably detachable metrically with respect to the cylinder axis, the and in the example shown in Figure 1 is conical centre of the bulbous chamber lying in this axis. with two sparking plugs G which are symmetri 20 The face of the cylinder head F1 around the cally, that is oppositely, disposed towards the in mouth H2 of the combustion chamber H1 is slight- . ner and smaller end of the cone which consti ly conical. The face of the piston C is conven tutes the contour of’ the combustion chamber H. iently dished as shown. These plugs are thus adjacent to the fuel injector The scavenge air enters by way of the passage J which is mounted centrally at the inner end of B2 into the scavenge air belt B1 and passes thence the conical combustion chamber. In this case the through the ports‘ B when the ports E1 in the fuel injector 'is mounted with its axis coincident sleeve E register with these scavenging air ports with the cylinder axis and delivers the timed fuel and the ports in the sleeve-are uncovered by the jet in a cone J 1 with an apex angle of the order of piston. The ‘air thus entering the cylinder meets the cone of injected fuel which mingles with the approximately 30°-35°, the conical combustion 30 chamber H having a larger apex angle, say of air.
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