US1054204A - Internal-combustion engine. - Google Patents

Description

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L. ILLMBR, Jn. n E. J. KUNZE.

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u .llilflllldlll I INTERNAL GOMBUSTI'ON ENGINE. Prummel rum Imm, no4. nnnzwnn APL-12, 1912.

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L. ILLMER, Jn. df. E. J. KUNZE. INTERNAL COMBUSTION ENGINE.

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1,054,294; y Patented Feb.25,1913.

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- a k2/Z Edu/ard Mazze L. ILLMBR, Je. a B. J. KUNZE.

INTERNAL OOBABUSTION ENGINE. APPLIOATIO I'ILED H3A, 1904. EENEWBD APB. 12, 1912.

1,054,204, y Patented Feb. 25, 1913.

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FLoUIs 1LLMEn,'-JR.,` AND EDWARD.; KUNzE, 0E NEW YORK. N. Y.. AssIeNons, EY

lZDIREIJ'L AND MESNE ASSIGNMENTS, T0 yIII'JIJMIER. GAS ENGINE COMPANY, A CORPO- RATION OF DELAWARE.

' INTEENAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Feb. 25,1913.

' original application and February 1e, 1903,3seria1 No. 143,598. Divided and this application :ned

February 4, 1904. Serial No. 191,968. Renewed April 12. 1912.

Be it known that we., Louis lamina, Jr., and llnwAnn J. KUNZE, citizens of the linited States, and both residents of the city of New York. borough of the Bronx, in the county and State of New York, have invented a new and improved Internal-Comhustion Engine, of which the following is a full. clear, and exact description.

Our invention relates to certain improvements in the valve and cylinder head construction of internal combustion engine power cylinders, and is especially', although not necessarily. applicable to those of the double actingI two stroke cycle type, all of which improvements will be fully set forth hereinafter and particularly pointed out in the claims.

The present application is a division and continuation of the application for patent ou iuteruul combustion engines, filed by uS reu. 1c, laca. serial No. 143,598.

Reference is had to the accompanying drawings tor a specific disclosure of our invention, in which drawings Figure 1 is a side elevation of the engine. Fig. v.2 is a vertical longitudinal section thereof. Fig. 23 is a diagrun'imatic view showing the mixing and the fluid ressure centralvalves. the latter controlling the fluid pressure for operating the inlet valves. Fig. 4. is au enlarged horizont-al section of one end ot' the power cylinder, illustrating the. novel head and valve construction. Fig. is an enlarged section of the inlet valve, und valve housing ports.

As best shown in Figs. 2 and 4, the reference numeral 10 represents the power cylinder which is tied to the frame parts of the engine und sustained by base parts extending to the door litio. The power cyl-- iuder bore is suitably water jacketed y the annular wall 23 which provides a surrounding space for the circulation of the cooling tluid. As shown inthe drawings, the jacket wall 23 is cast separate from the cylinder body but if referred may be formed integral therewith. The cylinderI 10 is furtherprovided with'exhaust ports 12 located intermediate the. ends of the bore Serial No. 690,314.

and adapted to be overrun by the piston 20 in the customary manner of engines of the two stroke cycle type.

Each end of the power cylinder 10 carries an attached cylinder head and as best shown in Fig. et cach head consists of a gyrntc or annular head wall 17 positioned in the longitudinal axis oi the cylinder and encircling thel piston rod. The head wall illustrated, is substantially in the form of a hollow frustunl of a cone having a central opening in its contracted end constituting the inlet port.v into thc power cylinder and tlarino` outward to the bore diana-"er of the cylinder. The essential feature of the head wall' 17 is its gyrate formation encircling the piston rod and the admitting) of the working charge, in alinement w" th .:l e longitudinal axis of the power cylinder.

The large diameter oi the head ivall 17 is provided with an inner flange t7 b v which the head may be bolted to and tightly fitted against thc end of the power cylinder. The contracted end of the head wall is likewise provided with a flange. 171 to which the. valve housing 1S is removably attached.

Fig. 2 represents the piston 2O located on its head end dead center position and shows the formation of the combustion chamber around the piston rod and within the gyrute head wall 17. lly thus causing the explosion to take place within the cylinder head parts, the cylinder bore is relieved to a arge extent of the stress resulting from the high temperature and pressure of explosion. The head wall 17 surrounding the explosion chamber is particularly adapted to withstand the rapidly repeated strains rcsulting from such explosions of the working charge.

The drawing shows the head wall 17 as a separate casting surrounded by an annular jacket wall 21, the latter also separately cast and spaced from the former so as to permit water circulation for cooling the head wall 17. The jacket casting 21 is also shown ianged at its ends, one Such flange Q1 hears snugly against the end of the power cylinder, while the other flange 2l is rigidly tied to the cylindrie part or housing i -llcxible 4dishedfplate 22ery its equivalent in -opening A37 an a yielding' water `tight.sal,*extends between the outer tlangc17b of the head wall aud-the tlange lof the head jacket. This construction permits of .independent expansive movement. of the head wall with respect to its jacket wall 21 whereby torelieve the high internal expansion or" cont1actionl stresses Athat would otherwisebe setup between these parts.

vThe simple gyrateh'ieadwall 17 isl exceed-i" ingly strong` as'againstl explosive pressure and is not given to warp-under the influence of high temperature. Furthermore the head parts can readily be rid of their eastiug strains and the working stresses in these parts estimated with a considerable degree of certainty, thus insuring lightness of construction and effective cooling of the head parts.

It will also he apparent that the cylinder head parts can be removed from either end of the cylinder through the frame housing parts without disturbing the alinement out' the engine.

The valve housing 18 consists of an outer tubular wall which is provi'dcd at its attached end with a tiange 18 whereby it is bolted or otherwise'astened to the head wall 17. The tree end of the said outer wall of the housing is turned inwardly and is joined to an inner tubular wall 44 through which the piston rod 19rv passes. As is best shown in Fig. 5. the vinner wall is concentrically .mounted within and spaced from the outer wall to form an annular feed passage 37 through the valve housing which leads from the. lateral opening 3T to the inlet port 35) of the power cylinder 10. A suitable packing 36 is provided between the valve housing parts 18 and the piston rod 19, which rod passes centrally through the valve housing parts.

r.lhe elongated shape of the annular passage. B7 allows the air and gas to turn and assume longitudinal movement with respect to the cylinder axis before reaching the inlet valve, thus tending to discharge equally over all parts of the valve opening and at the same time not requiring the direction of flow of the gases to be turned after dischargingr from the inlet valve 41.

Extending laterally from .thevalve housing 18 is a conduit or duct 48, which passes through an opening in .the cylindric housing 2f) of the engine frame 31. One end ofI the conduit communicates ywith the valve casing 55, the purpose of which casing will hereinafter appear. duct '48 dischar es into the lateral housing Y connects with .the annular v feed ,passage' surrounding the iston rod. The openin of the Ipassage 3 into the power cylin er is commanded'by the inlet.

The other end Iof the valve disk or head part 41, which valve is also annular in shape and coacts with an annular valve seat part 38 and forms an extension of the valve housing parts 18. 'The scat part 38 is shown cast separate from the valve housing pro er, but if preferred may be formed integra therewith.

To the inlet valve 41 is att-ached a tubular stem 42 which also encircles the piston rod, is sup `o1-ted by the valve housing parts and is slidably mounted therein. As is best shown in Fig. 5. the valve 41 and its integral tubular stem 42 are held spaced from and `outct Contact with the. piston rod 1f) so as not to be directly affected by the piston rod movements. The mounting of the. valve within the valve housing parts 18, surrounding but held free from the piston rod, constitutes an important feature of the present invention. By this means thc operation and seating of t-he valve are not affected by lack of alinement such as may be due to wear iu the supporting parts, sag or springing ot' thc piston rod and the like.

As far as the present invention is con cerned, the inlet valve may be operated b v any fit gear mechanism. The drawings show the, valve stern 42 fitted with an annular ring constituting a pistou like me'rber 43. suitably mounted in the valve housingl parts and adapted to bear compressed air or other tluid pressure. Tn order to seal against the cxplosion pressure. packing rings 45 arc provided between the tubular valve stem and the valve housing parts. The passages 4G and 47 leading respectively to thc sides of the piston member 43, are such that air pressure communicated through the passage 4u will ,close the valve while pressure communicated through the passage 47 will open thc valve. By this means the. valve may be actuated by compressed air in both directions. By the use ot suitable fluid pressure control devices the valves may be operated in s vnchronism with the piston movements. For this purpose. air connections (i1 and 63 (set` Figs. l, 2. f3 and 5) lead outward from the passages 46 and 47 and communicate respec tively with the air pipes 63 and G4, which in turn lead respectively from the chambers G5 und GG of the timing valve casing 6T. intermediate the chambers (S5 and G6, said casings G7 are each provided with a feed chamber (SS to which the compressed air supply pipes lead. Each of these casings also has a chamber G9 which serves an an exhaust chamber. The casings further contain suitably ported valve bushings 71 communicating respectively with the chambers 65, Gt?. 68, and 69. which ports are controlled by the piston valves 76. These valves are connected by means of the rod 78 and operate together.

As shown in Fig. 3. the right. hand timing .valve 76 connects the feed chamber 68 with Y scribed position, the left hand valve assumes Athe chamber' 66, causing compressed air yto {low-throughthe pipe 64.- to open the right handinletfvalve. The said timing valve also connects -the chambers 65 and69 soas to exhaustitlief,pressure from the pipe .63., \Vhile the i'iglit hand valve isk'in the dethe o posite position, to wit, connecting the chair )ers 68-aiid65 so asto -throw pressure in to the pipe 63 andtherehy closingthe left hand inlet valve. `The t-iming valve is reciprocated by the crankshaft eccentric S2 and thus causes air pressure tojbefalternately applied to'and exhausted from the pipes G3 and G-t, and consequently through the connections (i1 and 62 and the' passages 46 and 17, whereby the inlet valves will be alternately opened and closed in time with the charging period of the power cylinder.

Both the head end and the crank end valve and cylinder head parts are shown similarly constructed, the drawings illustrating the use of a tail rod for the piston 2O passing centrally through the head end valve housing 18 and stip )orted by the rear crosshead 24. lhe use oi a tail rod is not, however. essential and if preferred the inner tubular wall of the head end housing may he plugged, and the tail rod dispensed with.

As stated, the conduit or duct. 48 discharges into the annular passage 3T of the valve housing 18. The receiving end of cach of said ducts communicates with separate casings 55, each of which contains a control device for formino' measuring and ai letting forward alternate bodies of scavenging air and of explosive mixture into the power cylinder. Said casings are each provided with an air supply chamber and a gas supply chamber 55" controlled by the stratifying valve 60. The air and gas-supplies are separately compressed by any tit means to a pressure sutlicient togive mobility to these fluids, which initial compression is preferably accomplished by the system of centralized pumping units as act Jforth in our (to-pending application for patent, Serial No. 223,878 ated sept. e, 1904.

The arrangement of the casing parts is suoli that the valve may vmove to open the air supply only to the duct 48 or to open both the air and gas supply to said duct. These conditions take place alter nately under the reciprocation of the valve 60. The air and gas supplies being under low pressure, results in sendingfrom thev casing 55, first a body of air and then a. body of-explosive mixture, which inthis formation pass on into the power cylinder. These-operations areso timed that v'upon opening the exhaust port 12 and the inlet valve 41, the body of air at this instanti lying in the passage 37 back of but quite up l to the inlet lvalve, passes into the powerl .cylinder to constitute the scavenging air,

which in turn is followed by the mixture body which takes its place in the power cylinder as the working charge.

'The central location of the annular inlet valve 41 with respect to the axis of the gyrate cylinder head walls 17 further serves an important purpose in spreading the working charge as it passes into the ends of the power cylinder 10. As the motive fluid discharges from the lateral ducts 48 and passes into the valve housings 18, the confining walls of the elongated annular passages 3T cause the charge to'turn and assume movement in the direction of the cylinder axis before reaching the annular inlet ports 39. As either inlet valve opens and admits the working charge into the power cylinder, it act as a bale to divert the charge toward the surrounding gyrate cylinder head wall 1T, whereby to permit active eddying. 'lhns a considerable portion of the kinetic energy attained h v the gases in flowing through the inlet valve opening. will be absorbed and the velocityv of the iucomingr charge utter it has passed the inlet. will be rapidly reduced.

'lhe bodies of scavenging air and ot' explosive mixture are necessarily charged into the power cylinder at a rather high velocity in order to complete this operation within the short time allowed for tht` charging period when running atV the usual engine speed. lVhile open, the described inlet 'alve acts essentially as a batlle placed across the power cylinder axis. This action prevents the scavenging air and explosive mixture bodies from rushing directly through the center of the. power cylinder and tends to spread the incomingr charge over the, entire cylinder area, thereby maintaining and preserving to a considerable extent the described formation oi" successive bodies of scavenging air and of explosive mixture as they enter the power cylinder.

'lhe central location and the annular coustruetion of the inlet valve around the piston rod readily admit of exceptionally large feed opening into the power cylinder. 'lhis results in a relatively low velocity of tlow through the valve and in a reduced tendency of the incoming charge to rush toward the then open exhaust ports, and in tending to fill the power cylinder with explosive mixture whereby to increase its volumetric and power capacity.

le elaiinz- A l. In an internal combustion engine, the combination of a double acting power cylinder having an exhaust port intermediate its ends; a piston adapted to overrun and time the. exhaust port; a combustion chamber located at each end of the cylinder; an annular inlet port encircling the longitudinal cylinder axis respectively for each coinbustion chamber and opening directly therecharging alternate bodies of scavenging air vjing the valves. f ie piston and a and of esplosive mixture to eachinlet'valve,

.vivhereby saidV lvalves, qvhen open; serve as ybatlles toimaintain thesaid formationl of the gases on their WayIinto the power cyhnder;

and a gear mechanism for positively operat- Q. In an'internal combustion engine, the combination of a double acting power cylinder having au exhaust port intermediate its ends; a piston adapted to overrun and time thcexhaust port; a piston rod; a combustionl chamber located at. each cylinder end; a motive fluid inletort respectively for each combustion chamller and opening direct-ly thereinto; an annular inlet valve encircling the piston rod and commanding one of said inlet ports; said valve when open, serving as a baille to spread the motive fluid on its way into the cylinder.

3. lu an internal combustion engine, the combination of a power 4cylinder having a piston and a piston rod; a combustion chamber: a motive fluid inlet port opening directly thereinto; an annular inlet valve eonnnanding the inlet port; said valve loosely encircling the piston rod but held spaced from and out of direct contact therewith.

4. In an internal combustion engine, the combination ot a power cylinder having a piston and a piston rod; a combustion chamber: a motive fluid inlet port opening directly thereinto; an annular valve commanding theinlet port; said valve having a tubular stem through which the piston rod passes; said stcln being held spaced from and out of contact with'the rod; and a gear mechanism for operating the valve through the medium of said tubular stem.

V. ln an internal combustion engine, the combination oi n power cylinder having a iiston and a piston rod: a combustion'chamier; n motive fluid inlet port opening directly ther-cinto; an annular inlet valve surrounding the piston rod and commanding the inlet. port; a valve housinghaving a passage therethrough communicating with the inlet port; means discharging the motive fluid laterally into the housing passage; and means in the housing causing the llow of said fluid to be turnedin the direct-ion of the longitudinal cylinder axis beforeA reaching the inlet port, for the purpose set forth. 'Y

6. In an internal combustion engine,'the combination ofv a power cylinder having a iston rod; a combustion chamber; a motive iiuid' inlet ort opening directly thereinto; 'a valve iousing surrounding the piston rod-and having a passage therethrough communicating with the inlet port; an annular valve encircling the a'conduit.discharging into the valve housing passage; a control means at the receiving end of said conduit for mcasurin and letting forward into the power cy inder alternatebodies of scavenging air and oi combustible mixture.

7.1Infan internal combustion engine, the combination of a power cylinder having a piston and a piston rod; a combustion chamber; a motive fluid inlet port opening directly thereinto;a valve housing surroundingr the piston rod and having a passage t 1erethrough communicating with the inlet port; an annular inlet valve encircling the piston rod and commanding the inlet port; a conduit discharging into the valve housing passage; said conduit projecting laterally from the valve housing and passing through the housing part of the engine frame; and means supplying motive fluid to said conduit.

8. In an internal combustion engine, the combination of a power cylinder having a combustion chamber; a motive fluid inlet port opening directly thereinto; a valve housing comprising an outer and an inner tubular part spaced from cach other and communicating with the inlet port; a piston and a piston rod; the rod nassing through the inner tubular part of the housing; and an annular inlet valve encircling the piston rod and commanding the inlet port.

9. In an internal combustion engine, the combination of a power cylinder having a piston and a piston rod; a combustion chamber; a motive fluid inlet port opening directly thereinto; a. valve housing inclosing a portion ot the piston and having a passage therethrough communicating with the inlet port; an annular puppet valve encircling the piston rod and commanding the inlet port; said valve having an integral tubular stem held spaced from and out oi contact. with the piston rod, said stem being sustained by and slidablv mounted in the housing parts; and a packing between the tubular stem and the housing parts.

10. In an internal combustion engine, the ycombination of a power cylinder having a piston and a piston rod; a combustion chamber; a motive inlet port opening directly thcreinto; an annular inlet valve encircling the piston rod and commanding the inlet port; a cylinder head comprising a gyrate head Wall also encircling the piston rod, whereby the valve when open co-acts with the surrounding gyrate head wall to spread the motive fluid on its Way into the cylinder.

l1. In an internal combustion engine, the vcombination of a power cylinder having a piston and a piston rod; a combustion chamber; an inlet port o ening directly thereinto: a cylinder hea comprising a gyrate g head nall encircling the piston rod, one end piston rod and commanding the inlet port; a

of which Wall is attached to the cylinder piston rod and commanding the central inlet port opening inthe other; end of said4 head wall.

12. In an internal combustion engine, the` vabout the longitudinal cylinder axis, one

cud. of which wall is attached to the cylinder end; an inlet valve commanding the central inlet port opening into -the other end; a jacket wall inclosingv but spaced from the head wall to formv a cooling chamber; and means relieving the expansion stress of the head wall with respect to its jacket wall.

13. In an internal combustion engine, the combination of a power cylinder having a Eiston and a piston rod; a combustion chamer; a motive fluid inlet port o ening directly thereinto; a cylinder hea comprising a gyrate head wall; said wall having flanged ends, one of which is attached t0 the cylinder; a detachable valve housing fastened to the other ange, said housing having a motive fluid passage therethrough communicating with the inlet port; and an inlet valve encircling the piston rod and commanding the inlet port.

Y. fl4.A In an internal combustion engine, the combination of a power cylinder having a piston and a piston rod; a combustion chamber; a motive iiuid inlet port, o ening directly thereinto; a cylinder hea comprising a gyrate head wall encircling the piston rod, one end of which is attached to the cylinder; a valve housing fastened to the other end of the head; a motive iiuid passage through said valve housing communicating with the inlet port; an inlet valve commanding the inlet port and encircling the piston rod but held spaced therefrom and out of contact therewith; and a gear mechanism for positively operating the valve.

In testimony whereof we have signed our names to this specification in the presence of two subscribing witnesses.

LOUIS ILLMER, Jn. EDXVARD J. KUNZE.

Witnesses:

ISAAC B. OWENS, J No. M. Rims.

Copies ot this patent may be obtained for five cents each, by addressing the Commissioner of Patents. Washington, D. C.

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