US1062494A - Internal-combustion engine. - Google Patents

Description

J. MUNDBN.

INTERNAL OOMBUSTION ENGINE. urLroA'nol num 11:11.13. 1911.

' greater v'UiNirrED srATEs PATENT orientar;

JOSEPH MUNDEN, 0F BRADENVILLE, PENNSYLVANIA.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Iatent.

Patented May 20, 1913.

i Application lcd February 13, 1911. Serial No. 608,224.

' tion, reference being had therein to the accompanying drawing. f

This invention relates to internal combusf tion engines and the objects of my invention are to obviate the necessity of using a' muffler, a water cooling jacket, and transfer pipes and ports as in an ordinary type of engine.

Other objects 'of the invention are to furnish an engine of the above type with means which will be hereinafter set forth whereby a current of coldvair will enter the cylinder of the engine aftereach exhaust stroke, thereby directly cooling the heated inner walls of the cylinder.

Further objects f the invention are to furnish .an en ine of the above type with novel means or A' regulating the explosive mixture admitted to the engine whereby a or less power strokecan be obtained, and to provide an engine of the above type that'has great Hexibilty.

My invention aims to eliminate the following well-known and troublesome defects experienced in connection with various types of internal combustion engines First: the exploding gases expanding only to the same distancel from where they were compressed, thereby necessitating a mntller for the noisy exhaust, witlT its back pressure losses and retention of burned gases in vthe compression space. Second: the incomplete expulsion of burned gases which remain and foul the next explosion charge, causing carbon deposits in the cylinder. Third: the lack of direct cooling to the most heated parts, particularly the inner walls of the cylinder, and fourth: the throttling of the engine for a lighter power stroke reduces the compression pressure which reduces the. efficiency and consequently provides a less flexible engine.

In eliminating the above defects I have devised an internal combustion engine that is simple in construction, durable, and inexpensive to manufacture.

The invention will be hereinafter specifically described and then particularly claimed, and reference will now be had to the drawing, wherein there is illustrated one embodiment of the invention, but it is to be understood that the structural ele-ments thereof can be varied and changed, as to the size, shape, and manner of assemblage, with out departing from the scope of the appended claims.

In the drawing t--Figure 1 is an elevation partly in section illustrating an internal combustion engine constructed in accordance with this invention, the said figure. illustrating the position' of the piston and valves during the earlyr part of the intake or suction stroke. F ig. Q is a fragmentary sectional view illustrating the position of the piston and valves during the last part or completion of the intake or suction stroke. Fig. 3 is a similar view illustrating the position ofthe piston and valves during the middle yportion of the compression stroke. Fig. lisa similar view illustrating the position of'the piston and valves at the completion of the yexplosion or working stroke. Fig. 5 is a similar view illustrating the position of the piston and valves during the early portion of the ex-` haust stroke, and Fig. 6 is a similar view illustrating the position of the piston and valves during the latter portion of the exhauststroke.

Like numerals of reference indicate the same parts throughout the several figures.

The reference numeral 1 denotes a crank case or easing supporting a vertical cylinder Q having the lower end thereof in commu-v nication with sai-d casing a-nd the upperend thereof closed. Journaled in the end walls 3 and 4 of the casing 1, is a shaft 5 having a crank 6 within the casing 1. Pivotall connected to the crank is a piston rod having a piston 8 slidably mounted withinl the cylinder 2. The upper end of the cylinder 2 is provided with a housin 9 having a chamber 10 formed therein, said cham- 'valve stem 17 extending upwardly through the top of the valve body 11 and having the upper end thereof provided with a head 18. Encircling the upper cud of the valve stem 17 betweeirthetop ot' the valve bod \r ll and the head 1S a coiled spring 1f) adapted to normally retain the valve 1G upon the seat 15. The valve 1G is adapted to control the admission of the explosive mixture to the'chamber 10 and the cylinder 2 and located in the top ot' the cylinder at the inner end of the chamber 10 is a sparking plug 20 of the ordinary and well known type.

The housing 9 is provided withan angular air inlet port 21 and the material bordering :upon the upper end of said port is beveled to provide a valve seat' 22 tor a valve 23. The valve 23 is carried by the upper end of a valve stem 24 slid-ably mounted in thc housing 9, said stem passing through a depending boss 25 of the housing 9 and having the lower end thereof pivotally connected, as at 26 to a push rod-27. The lower end of the valve stem 24 has a head and encircling the boss 25 and the rod 24, between the head 28 and the lower side of the hous ing 9 is a coiled spring 29 adapted to normally retain the valve in a closed posi t1on.

Conveniently journaled on the casing 1 is a shaft 32 provided with a cam 33 and resting upon this cam is the lower angular end 34 of the rod 27 said rod extending through a guide 35, carried by the cylinder 2 above the brackets 30. Pivotally connected to the lower end of the rod 27 is a link 36 pivot ally connected, as at 37 to an operating lever 38 fulcrumed upon a bracket 39, carried by the casing 1.

Mounted upon the shaft 32 is a gear wheel 40 meshing with a gear wheel 41 revolubly supported by the end wall 4 of the casing 1, said gearwheel meshing with another gear wheel 41a upon the shaft 5.

Mounted upon the shaft 5 adjacent to the end wall 3 of the casing 1 is a gear wheel 42 meshing with the gear wheel 43 revolubly supported by the end Wall 3. The gear wheel 43 meshes with the gear wheel 44 mounted upon the end of a shaft 45. The shaft 45 is provided with an eccentric 46 Yhaving a pitman 47 pivotally connected, as

at 48 to a slide valve 49 arranged in a cylindrcal valve body 50, carried by the cylinder 2 intermediate the ends thereof. The valve body 50 communicates with the cylinder 2 by means of a horizontal port 53 in the manner shown in the'drawings.

The construction shown in the drawings is that of a four-cycle engine, and in operan tion there are several particular points to be considered, the principal being a rela tive timing in the operation of valves 23 and 49, the former being open during the latter part ofthe exhaust stroke and the rst portion of the intake stroke While the latter, which is timed to open only when the piston 8 reaches the end ot' its downward stroke, is open during the earlier portions of the exhaust and the compression strokes, the valve 23 opening slightly in advance of the closing ot the port 53 by the piston on its exhaust stroke.

In describing the operation of the en ine, the successive strokes will be describe be- 'ginning with the intake stroke, Vit being understood that the piston is in the osition shown in F ig.,1. At this time, the valve 23 is open. The valve 16 is closed and the valve 49 is closed. The movement of the piston 8 toward its lower extreme of movement caus'cs air to be drawn in through the port 21 until the piston has moved a port-ion ot its intake stroke, at which time the valve 23 closes, cutting off the supply of air, so that the further movement. of the piston 8 causes the valve lo te open for the admission oi thc fuel, the result being that the air which has been drawn in through the first half of this stroke is positioned between the piston and the fuel which has been taken in through the port 13. As the cam 33 can be set to provide for the timing operation, it will be readily understood that an earlier or a later closing of the port 21 will determine the amount of explosive mixture which is introduced. A

The intake stroke having been completed by the movementI of the piston to its lower extrenie, as shown in Fig. 2 the compression stroke begins, and during the period provided by the change in direction of movement ot the piston S, as shown in Fig. 3 the valve 19 opens the port 53, with the result that as the piston goes up on its compression strokef both valves 16 and 23 will be closed. but the port 53, being open, will permit: of the i'iassage through this port of the air which located between the piston and the explosive charge. which is the residue of the exhaust rcn'iainieg after the previous exhaust stroke together with the air which was taken into the cylinder through valve 23 when in position shown in Fig. 1, this acting as a scavenger in clearing outl the products of combustion produced during the preceding operation. When the piston reaches the port 53, said port becomes closed and the further movement of the piston toward and to its upper extreme provides the compressionA As will be understood, that portion of the air which has notpassed out through the port 53 will act in this compression operation, so that there is actually an equal compression with each operation regardless of the amount of the explosive mixture which has been introduced, the latter beingat all times prior to the explosion, located at the explosion end of the cylinder. The charge is now exploded, resulting in causing the piston to have its second down4 ward stroke (the valve 49 having closed the 130 closed, the valve 49 commencing to open theport 53 inthemea-n time), the piston travelin;r its stroke length with allof the valves port`53 as. the piston reaches the end of 'its power strokeas shown in Fig. 4. The exaust stroke then takes place, and at the be- Aso piston approaches thisv port, the valve 23 t opens, so that the completion of the exhaust.`

is had through the port 21, this arrangement providing for exhaust ofthe main portion of the gases through port 53 Without,l however,

producing any recoil on' the piston during the' remaining exhaust stroke. l Upon the completion ofthis stroke, the intake stroke again begins, taking in air through the port 21,' as shown in Fig. 1 this air causing the products to move downward Wit-h the piston so as to be located at the lowerend ofthe cylinder and to be driven outthrough port 53 when the piston vbegins its return stroke.

`Bythis arrangement it will be readily understood that the products of combustion are separate from the next explosive charge by lthe introduction of the air .through port '21 during the beginning of the intake stroke of the. piston, these products being carried out through port 53v during the beginning of the compression st-roke. In v addition, this particular operation'provides for cooling-^the cylinder, the incoming air on the intake stroke, actingto cool'the cylinder walls, especially that portion wherein the -explosive mixture is subsequently located,

by the passage of the cool air overthe cylinder surface, practically providing a circulationy of air from one end of the cylinden to the other, bein taken in through the port 21 and exhausted through the port 53, this air acting both Aas a scavenger and as a cooling medium. i

' The shaft 32 iss'revolved at one-half of` the speed of the shaft 5 and is timed to properly open and close the valve 23, while the shaft operates in unison with the shaft 5. It is through the medium of the operating lever 38, link 3Grand the lower angular end 34 of the rod 27 that 4the valve 23 can be delayed in closing or can be maintained in ln open position, This is accomplished by lifting the angular extension of the rod 27 into engagement With the nose of the cam. From the foregoing it will be observed that I have devised novel means for completely clearing an engine cylinder ot products of combustion and for cooling the cylinder without resorting to the use of water jackets or other similar devices.I

1. An internal combustion engine of the four stroke type comprising a. cylinder and a pistor an intake valve arranged to admit.

combustible mixture to the engine cylinder,

Ian exhaust valve, a mechanical means V,for opening saidiexhaust valve to exhaust the products of combustion from the en ine cylinder,..a,port arranged infthe Wal of the l engine 'cylinder at a point intermediatey the endsivofther stroke ofy the piston,y and a Ivalve .commandingsaid port to open aiidclose the saine, said valve being arranged to opensaid port as the piston reaches the limit of its power stroke and to maintain said po'rt opeif until the piston closes the said port onits i exhaust stroke, the said exhaust valve being arranged to be opened at a time prior tov the closing of tlie'said .port by the said piston on its exhaust stroke in such manner as to.

complete the exhaust of the said`cylinder through the said exhaust valve, said exhaust valve being arranged to be maintained in an opened position during `theearly portion of the intake or suction stroke o-fthe piston, the said intake valve being arranged to be opened upon the closing of the said exhaust valve to admit tothe engine cylinder a combustible mixture, the said valve commanding the said port maintaining thev said port closed during the vwhole of the intake or suction stroke and being arranged to open the said port during the early portion of the compression stroke of the piston in such manneras to provide a passage from the said port for the residue of the exhaust gases left from thepreceding operation of the engine and for the exit ofthe air which arranged in the wall of the engine cylinder` a valve commanding said port to open and close the same, said valve commanding said port being adapted to open the said port as the piston reaches the limit of its power stroke and to maintain said port in open position to exhaust the said cylinder during the earl v ])ortion of the exhaust stroke of the piston, the said piston closing sa'id port on its exhaust stroke, the said exhaust valve being arranged to be opened at altime prior to the closing of the said port. so as to .complete the exhaust of the engine cylinder through the said exhaust valve, said. exhaust valve being arranged to be maintained in an open position during the early portion ofthe intake stroke of the piston in such manner as to draw into the engine cylinder air through. the exhaust valve, the intake valve being arranged to open upon the closing of the said exhaust valve, the .said Valve' "ie'ommanding the said port maintaining the the' early portion of the compression stroke so as' to; permit passage of the residue of the .exhaust gases and the air which Vwas drawn into the'engine cylinder through the exhaust lvalve in such manner that the engine cylinder is scavenged andcooled, substantially as described and for the purposes set forth.

3. An internal combustion engine of the four stroke type comprising a cylinderA and a piston, an intake valve arranged to admit a combustible mixture to the engine cylinder, an exhaust valve, means for opening and closing said exhaust Valve mechanically to exhaust the said engine cylinder, a port arranged in the Wall of the engine cylinder,

' a valve commanding said port to open and- 4lose the same, said valve commanding said port being adapted to open the said port .as the piston reaches the limit ofv its power stroke and to'maintain said port in open position to exhaust the -said cylinder during the early portion of the exhaust stroke of the piston, the said pistonvolosing said port on its exhaust stroke,the said exhaust valve being arranged beopened at a time prior to the closing of the .nid port so as to omgpletc the exhaust of the engine ci'inder saidwport4 closed during the whole of thef intakeor suctinn vstroke of the piston and being arrnged'to open the said port during through the said exhaust Valw, said exhaust valve being arranged to be maintained in an open position during the 'early portion of the intake. stroke of the piston in s uch manner as 'lo draw into 'the engine cylinder air through the exhaust. valve, the intake Valve being arranged to openupon the closing of the said exhaust alve` the said \'al\-ecom- Inaudin'g the said port maintaining'the said port closed during the Whole of theintake r suction stroke of the piston and being arranged to open the said port during'the early 45 portion of the compression strok-fso as to permit passage of' the residue of tlie exhaust gases and the air 1which was drawn into the engine Cylinder through the exhaust valve in such manner that the engine cylinder --is soavenged andv Cooled, and means for regu- -lating the time of closing' ofthe exhaust valve so as to control the time of opening of the inlet valve, substantially as described and for the purposes set forth.

In testimony whereof I affix my signature in the presence of two Witnesses.

JOSEPH MUN'DEJ.` lVitnesses Max H. SRoLovrrz, CHRISTINA T. Hoon.

{Jopies of this patent may be obtained for live cents each, by addressing the Commissioner of Patents.

' Washington, D. C.

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