US1092578A - Internal-combustion motor. - Google Patents

Description

R. T. KINGSFORD. INTERNAL COMBUSTION MOTOR.

APPLICATION FILED NOV. 26, 1912.

Patented Apr. 7, 1914.

2 SHEETS-SHEET 1.

VE/V T /D Z w a mm Z 2 h! 6 62 @w 3 5 W/ TN s TOE/3x545 7 B. T. KINGSPORD. INTERNAL COMBUSTION MOTOR. APPLIUATION FILED NOV. 26, 1912.

Patented Apr. 7, 1914.

W/ T/VES 655 r parian lemm b l i nsssntnrlxmosroan, or rmimrutnnnw Jensen. I V

To all whom it may con com:

Be it known that I, RUSSELL T. KINGS- roan, a citizen of the United States, and a resident of Plainfield, county of Union, and State of New Jersey, have invented a new and useful Improvement in Internal-Combustion Motors, of which the following is a specification, the principle of the invention being herein explained and the best mode in which I have contemplated applying that principle, so as to distinguish it from other inventions.

The present invention, relating as indicatedto internal combustion motors or engines, has regard more particularly to internal combustion engines of the so-called two-cycle type, wherein the-bore of the engine cylinder is formed of two difi'erent diametcrs, the piston working in such bore being of two corresponding diameters.

Two-cycle engines as a class, including the specific form just referred to in general terms, have been relatively wasteful of fuel, have not been able to run at variable speeds as well as four-cycle engines, and have been very liable, especially at low speeds, to-ba-ck fire, z. e. ignite the incoming gasby the exhausting charge. These troubles have been largely due to a certain amount of mixing of the new, unburnt charge with the exhausting gases, this being unavoidable in the prevailing constructions of two-cycle engines; I am aware that it has been proposed to improve this type of engine by using air for scavenging, thereby securing a greater fuel economy, but this has also resulted in a reduction of the speed of the engine du e to the time required for such scavenging. It has also been proposed to use puppet valves to control the'incoming and exhausting gases, but thls 1s ob ect10nable for"the same reason that the use of such valves in a four-cycle engine is objectionable, with the added consideration that, owing to the speed at which the valves operate in the two-cycle engine, such speed being from 50 per cent. to 100 per cent. greater than in. the four-cycle en'gme -such valves have proven generally unsatisfactory.

gine construction, the upper- ,part' of the cyllndenor portion of its bore having the smaler diameter, constitutes the combustion.

chamber, while the annular chamber. between the lower portion of the piston that is fitted to,the larger bore of the cylinder,

Specification of ietterslatentj 7 Application filed November 26, 1912. Serial No. 733,807.

r ll

between such IN'rEanAL-coiaBus'rzoufr/roron.

Patented Apr. "2?, 19M.

and the offset or shoulder smaller bo.e and larger bore is used to meter, partially compress, and then transfer the combustible mixture to the combustion chamber of another cylinder. The cnanslt case is properly closed, moreover, to constitute another compressing or pumping chamber from which air under pressure is supplied to the'combustion chamber of the cylinder at the proper time for the purpose of scavenging such cylinder of burnt gases and augmenting the combustible charge. Valves are employed in connection with the foregoing, but these are of the rotary type and are used in handling the cool gases only,

viz.,. the incoming charge and the scavenging air, the exhaust being controlled by the movement of the piston.

By means of the foregoing construction I am enabled to greatly increase the period of time during whichthe charge enters and to correspondingly reduce the time during which the charging and exhausting periods overlap, thereby giving perfect scavenging and ample time for all the events of the cycle without wasting the fresh charge. By

the arrangement and type-of valves which I employ, I furthermore get rid of all valve trouble and noise. I thus attain the desirable objects in a two-cycle internal combus- To the accomplishment of the foregoing and related obJects, said invention, then,

.consists of the means hereinafter fully departicularly pointed out in the principle of the invention may he used.

In said annexed drawings :Figure l is an elevation of the valveside of a four cyl inder vertical. engine embodying the present improved features of construction, a por- ,tionof the valve casing being broken away ,to reveal the interior construction; Fig. 2 1s :With my present improved type of ena vertical cross-section of one of the cylinders of said engine, as indicated by the .line

tion engine of greater fuel economy, speed flexibility, quietness, power and reliability.

2--2, Fig. 1; F 1g. 3 is a horizontal sectional view through several cylinders of said engine' taken in the plane indicated by the lines 33, Figs. 1 and 2; Fig. i is a vertij cal section of a portion'hf one'engine cylinder as indicated by the line 4-4, Fig. 3; Figs. and 6 are sectional views correspond ing to Figs. 2 and 4, respectively, but showing a modified construction of the engine in which the valves function somewhat difi erently, as will be hereinafter explained; Fig.- 7 is a sectional view likewise corresponding to that of Fig. 2, but illustrating still another modification in the construction and mode of operation of the valves and Fig. 8 is a detail of the section of Fig. 7 showing the parts in a different operative relation.

As indicated, the engine chosen for the purpose of illustration is of the four-cylinder vertical type, but three or any plural number of cylinders may be used. In the drawings the cylinders are numbered for convenience of reference by Roman numerals, the. crank ositions of cylinders II., III., and IV. being shown in Fig. 2 in dotted outline, although the cylinder through which the section of said figure is actually taken is cylinder I. On this same Fig. 2, the timing of the various events of the cycle are'also shown in conventional fashion in order to render the operation of the engine room easily understood.

The crank case 1 of my improved engine is shown as of the usual two-cycle compres- 9 sion-type of crank case construction, that is the crank 2 for each cylinder operates in an individual closed crank compartment, the partitions 3 between the compartments being indicated in dotted outline in Fig. 1. Mounted on such crank case are the cylinders 4 which have bores of two diameters as shown in Figs. 2-, 5 and 7. In each such cylinder is reciprocably held the correspond ing piston 55 likewise of two diameters, whereby, in addition to the combustion chamber 6 in the head of the cylinder, there is formed an annular pump chamber 7 between the enlarged lower end of the piston and the shoulder that forms the line of de- 5 marcation between the two bores of the cylinder.

Extending longitudinally of the cylinders along the valve side of the engine is the intake header or manifold 8 through which the combustible mixture is supplied from a carbureter or equivalent source (not shown), and connected with said header ,is a similarly disposed valve case 9 in which is [mounted a composite rotary valve 10 where: by the connection between said header and the annular pumping chambers 7 of the several cylinders is controlled. The transfer of. the combustible mixture from said pumping chambers to the appropriate combustion chambers occurs through transfer pipes or passages 11 which will be variously arranged depending upon the number of cylinders in the engine, as will be readily understood. The control of such transferring of the charge from the several pumping chambers to the appropriate combustion chambers is had by means of a second composite rotary valveda in a suitable casing 13 disposed longitudinally of the cylinders alongside their upper ends or heads, the aforesaid transfer ducts discharging into the extreme upper ends of the combustion chambers. Theserotary valves may be driven by any suitable mechanism from the crank shaft 14 of the engine, a vertical spindle 15 having gear connection with said shaft and geared inturnby suitable worm gearing 16 and 1'? to the forward ends of the respective rotary valves being the means illustrated. It will be understood, of course, that the aforesaid 8O gearing connections will be such as to give a proper timing of the valves, depending upon the character and disposition of the ports or openings 18 and 19 therein through which communication with the chambers of 35 the engine cylinders is controlled. As shown, both rotary valves are of the central slot type and are designed to be operated at half crank-shaft speed, but it is not intended to limit the construction to this specific 9() form, as rotary valves giving the same timing may be readily designed to operate at different speeds, and such valves may he made of the notch type instead of the slot type illustrated. Moreover, for convenience each of said rotary valves is illustrated as being made in one piece extending alongside of all of the cylinders parallel to the crank shaft. Should it be found desirable for manufacturing, o'r'iither reasons to divide either or bot-h of the valves into shorter nected with the extreme lower. portion of each of the combustion chambers of said cylinders through ports 21, which are controlled by the piston-portions of smaller diameter, as the pistons reciprocate in the cylinders. v L

Not only does the rotary valve 10 in the lower casing 9 on the valve side of the engine control the admission of the combuss tible mixture to the annular pumping chambers of the several cylinders through ports 18, but said valve also controls the admission of air to the crank cases of the cylinders, passages or ducts 22 being formed in the cylinders to this end on each side of the combustible mixture passage 23, and the valve being provided with corresponding ports 24 whereby such passages may be alternately opened and closed to the admission 22, asshown in Figs. 2 and 3, extend upwardly within the cylinder wall to a port substantially opposite the exhaust port 21 that communicates with the exhaust manifold 20, as justdescribed. The upper end of the piston, when the latter reaches the lowermost point of its stroke, just clears these ports 21 and 25, such piston end being-provided with a deflecting surface 26 whereby the'air'which is then admitted into such combustion chamber is directed upwardly and so obliged to sweep out or scavenge the entire combustionchamber, before it reaches the outlet opening 21- into the exhaust manifold.

Having thus described with sufficient particularity, it isbelieved, the structural features involved, the mode of operation of my improved engine may now be considered.

'iakin cylinder 1., which, as previously 7' explaine is the cylinder through which the section for Fig. 2 is taken, the position of 1 "the parts there represented is based on the assumption that a charge has. just been fired in the combustion chamber 6 of such cylinder, so that the piston'5is being driven downwardly in the performance of useful work on the crank shaft. At the same time,

said piston. will compress a charge of air in the closed crankcase chamber, the port 24 of the rotary valve 10, through which the air was admitted into the crank case nn-the"precedingnpestroke of the piston, v;l sing,now closed as shown in Fig. 4,.and the port 25., from the air-passage 22 into the,

combustionchamber. being still closed by fthe piston, The downward movement of the piston also serves to suck into the annulaw pumpchamber 7 a fresh charge of combustible mixture from the inlet header 8,

the port 18 in the valve 10 beingopen, as shown in Fig. the piston nears the bottom -of its stroke, it leaves thetop of the i exhaust port '21 uncovered sov that the pressure in the combustion chamber rapidly falls. Immediately thereafter the air port 25 is uncovered, as the piston reaches the extreme bottom of the stroke. This allows theair which has been compressed during ,such down-stroke in the crank-case chamber to pass through theducts 22 th the combusu tion 'ch'ambegwhich it thoroughly scavenges -:,of burnt gases, at the same time materially cooling said chamber and, leaving it, full of fresh air. The direction of movement of the piston is. now reversed, thereby successively closing the air port 25 and the ex- "flliaust port 21. At, or slightly beforefthe "time such air port is closed, the port 19 in toadmit into the upper portion of the combustion chamber at, the side opposite the at the head: of the; cylinder opens hai'ist 'po'rt' a newwchargeof. combustible m'iiiturefthis charge being derived from the .air-in said chamber. the relatively low pressure, under which the :charge is thus transferred'to the combustit chamber has been filled, the amountv of air remaining depending upon the transfer pressure and volume of the incoming charge. As soon as the piston, by its upward movement, has closed the exhaust port 21, compression of the charge in the combustion chamber proceeds simultaneously with the compression of the, charge in thepnnipchamber of cylinder II., from whichsuch charge is beingtransferred, andlthis joint compression continues until the piston of said cylinder II. begins its: downward stroke. signed tobe rotated to close-connection between thecombustion chamber of cylinder I. and such pump chamber of cylinder II., leaving the compression in cylinderI. to be At this point theyalve 12 is decompletedby the remaining upWardmove-I.

. ment of the pistontherein until the time for firing of the charge. isreached. Thisnpstroke of the piston in cylinder I. also per- .forms two other functions in addition, to COIIIPIBSSIIIE the charge in thecombustion chamber 0 s aid cylinder, ,viz air is being sucked into the crankcaseof said cylinder through theducts 22 and the port 24. in

valve 10, whichrlatter is in its open position;

and a charge of combustible mixture isbe Fug transferred fromthepump chamber ,7

ofsuch cylinder L to the combustion chamber of the cylindenneXt-ibehind in. order of rotation, or in the-case in hand tocylindcr III. It will thus. be seenthat eaclrpistcn compresses below it, its own air for scavenging, and simultaneously acts as a pump to deliver a charge ofcQmbustible.mixture at ,low pressureto thetop of the ,combustion chambcrof thecylinder following it in. the order of rotation. Then the. mixture sup ply is throttled toproduce slow speed, or low powe1',the volume of the charge drawn into the pump chamber of the cylinder-is relatively small. The transfer ,of such;

charge fromany one pump chamber to ,the appropriate combustion chamber will accordingly displace a correspondingly smaller amount of the residual scavenging Owing, however, to

tion chamber, the air ,is notrdisturbed but formsa stratumin the bottom-of the chamher as isdesirable in order to obtain maxi-1 mum efiiciency and insure the proper firing of the charge. It will be noted that when the valve first opens and the transfer of the chargebegins, the piston in the pump chamber of the cylinder, from which the charge is being transferred, will have developed a nately admits air to the crank cases, and

combustible mixture to the pump chambers of .the various cylinders as previously explained; but such valve does not in any way control the time of transfer of the mixture to the combustion chambers, nor does it con:

trol the entrance of the scavenging air into such combustion chambers, the former function being performed entirely by the valve at the head of the cylinder, and thelatter by the direct action of the piston in uncovering the port 25 at the bottom of itsstroke.

I The modification in construction shown in Figs. 5 and 6 relates to rotary valve 10 whereby it is made to additionally function as a check valve to the transfer passages or ducts 11 leading from the various pump chambers to the heads of the cylinders. Thus in the position illustrated in Fig. 5, in

which the piston 5 is assumed to be movingdownwardly just as in Fig. 2, it will be observed that the port 27 in said valve, at the same timethat it opens communication between the intake manifold 8 and the pump chamber 7 of the cylinder, closes communication between said chamber and the transfer passage 11. This closure of the latter occurs before the pressure of the volume of gas confined in such passage has been relieved. Accordingly, there'is no work lost in re-compressing this portion of the charge as would otherwise be the case where such portion flows back into the pump chamber, as for example in the construction first described. The arrangement RIId OPQIMJIOH of the ports 2& in said valve 10, which control the air supply to the crank case chambers are substantially the same as before, as illustrated in Fig. 6.

a The remaining modification, that shown in Figs. 7 and 8, consists'in combining the gasand air ports in the rotary valve 10 so that a single port 28 through such valve is all that isnecessary for each cylinder. This port is arranged to register alternately with the air and gas passages 22 and 23 in the casing leading to that cylinder, so as to deliver air to the crank case, and combustible mixture to the pump chamber. 7 The position of the piston illustrated in said Fig. 7, is the same as in Figs. 2 and 5, namely, said piston is shown on its down stroke, the pump chamber filling with the incoming charge and the crank case being closed so that the piston is compressing the air therein. The alternative position of the valve is shown in Fig. 8, which should be found self-explanatory in view of the foregoing.

Other modes of applying the principle of my invention may be employed instead of the one explained, change being made as re-:

gards the mechanism herein disclosed, provided the means stated by any of the fol lowing claims or the equivalent of such stated means be employed.

I therefore particularly point out and distinctly claim as my invention':'

1. In an internal combustion engine, the combination of a plurality of cylinders and pistons reciprocable thereimeaeh of said cylinders forming in connection with its piston a fuel pumping chamber and a combustion chamber, the latter being provided with an exhaust'port and an air-inlet port controlled by the movementof the piston; a divided cranlecase forming air-compression chambers corresponding with said cylinders, each comprcssion chamber being connected with the air-inlet port in the corresponding combustion chamber and e'achpumping chamber being connected with the combustion cham ber of the cylinder following in order of crank-shaft rotation; meanscontrolling the admission of air to the compression chambers and of fuel to the pumping chambers; and separate means, operable independently of said first-named controlling means adapted to control the transfer of fuel from the pumping chambers to the connected combustion chambers.

2. In an internal combustion'engine, the

combination of a plurality of cylinders and pistons reciprocable therein, each of said cylinders forming in connection with its PIS- ton an annular fuel pumping chamber and a combustion chamber, the latter being providedwith an exhaust port and an air-inlet port arranged to be successively opened by the piston in the order named in, the course" fuel from the pumping chambers to the connected. combustion chambers;

3. lin an internal combustion engine, the combination of a plurality of cylinders and pistons reciprocable therein, each of said cylinders forming in connection with its piston an annular fuel pumping chamber and a combustion chamber, the latter being provided with an exhaust port and an air-inlet rotation; means controlling the admission of air to the compression chambers and of fuel till hit

to the pumping chambers; and separate means, operable independently of said firstnamed controlling means, adapted to control the transfer of fuel from the pumping chamhere to the connected combustion chambers.

4:. In an internal combustion engine, the combination of a plurality of cylinders and pistons reciprocable therein, each of said cylindersforming in connection with its piston an "annular fuel pumping chamber and a combustion chamber, the latter being, provided in its opposite side walls withan exhaust port and an air-inlet port arranged to be successively opened by the piston in the order named as said piston approaches thelower limit of its movement; a divided crank-case forming air=compression chain bers corresponding with said cylinders, each compression chamber being connected with the air-inlet port in the corresponding combustion chamber and each pumping chamber being connected with the upper end of the combustion chamber of the cylinder following in order of crank-shaft rotation; means controlling" the admission of air to the compression chambers and of fuel to the pump ing chambers; and separate means, operable independently of. said first-named controlling means, adapted to control the transfer of fuel from the pumping chambers to the connected combustion chambers.

5. In an internal combustion engine, the combination of a plurality of cylinders and pistons reciprocable therein, each of said cylinders forming in connection with its piston a fuel pumping chamber and a combustion chamber, the latter being provided with an exhaust poi-hand an air-inlet port con- .trolledby the movement of the piston; a

divided crank-case forming air-compression chambers corresponding with said cylinders, each compression chamber being connected with the air-inlet port in the corresponding 'pression bustion chamber; a fuel-supply inaniito combustion chamber and each pumping chamber being connected with the comb tion chamber of the cylinder following in order of crank-shaft rotation a rotary valve controlling the admission of air to the com pression chambers and of fuel to the pumping cylinders; and a separate rotary valve controlling the transfer of fuel from the pumping chambers to the connected combustion chambers.

6. In an internal combustion engine, the combination of a plurality of cylinders and pistons reciprocable therein, each of said cylinders forming in connection with its piston a fuel pumping chamber and a combustion chamber, the latter being provided with an, exhaust port and an air-inlet port controlled by the movement of the piston; a divided crank-case forming air comchambers corresponding with said cylinders, each compression chamber being connected with the airdnletport in the corresponding combustion chamber r each pumping chamber being connected it the combustion chamber of the cylinder. 1 lowing in order of crankshaft rotation; rotary valve controlling the admission of air to the compression chambers and of fuel to the pumping chambers, said valve being adapted to close communication between the pumping chambers and their connections with the combustion chambers; and indcpendent means controlling the tra rsfer o f fuel through such" connections from the a pumping to the combustion chambers, I

7. Inan internal combustion epg c, the combination of a lurality of cylinders and pistons reciprocabl e therein, each of said cylinders forming in conection with its piston a fuel-pumping chamber and a combustion.

chamber, the latter being provided with an exhaust port and an,air-inlet port controlled by the movement of the piston; a divided crank-case forming air-compression chambers corresponding with said cylinders; each compression chamber being connected ith the air-inlet port in the correspondin" tending alongside said cylinders, each ing chamber being connected therevri A rotary valve disposed parallel with Stilt manifold and controlling the connections be tween the same and the pumping chambers; a series of ducts connecting said pumping chambers respectively with the upper end of the combustion chamber of the cylinder following in order of crank-shaft rotation;

and a second rotary valve extending along the upper ends of the cylinders and con trolling communication between said ducts and the combustion chambers.

8. In an internal combustion engiiie,'the combination of a; plurality of cylinders and pistons reciprocable therein, i of said cylinders forming in connection with its pie ton a fuel-pumping chamber and a combustion chamber, the latter being provided with an exhaust port and an air-inlet port c0ntrolled by the movement of the piston, a

divided crank-case forming air-compression chambers corresponding with said cylinders, each compression chamber being connected with the air-inlet port in the corresponding combustion chamber; a fuel-supply manifold extending alongside said cylinders, each pumping chamber being connected therewith; a rotary valve disposed parallel with said manifold and controlling the connections between the same and the pumping chambers; a series of ducts connecting said .munication between said ducts and pumping chambers when said chambers are opened to the admission of fuel from said manifold.

9. In an internal combustion engine, the combination of a plurality of cylinders and pistons reciprocable therein, each of said cylinders forming in connection with its piston a fuel-pumping chamber and a combustion chamber, the latter being provided with an exhaust port and an air-inlet port controlled by the movement of the piston; a divided crank=case forming air-compression chambers corresponding with said cylinders, each compression chamber being connected with the air-inlet port in the corresponding combustion chamber; a fuel-supply mani-' cylinder following in order of crank-shaft rotation; and a second rotary valve extending along the upper ends of the cylinders and controlling communication between said ducts and the combustion chambers.

Signed by me, this 23 day of November, 1912.

' RUSSELL T. KINGSFORD.

Attested by TH'nRoN L. HILESL L. JAGOT.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. G.

Images