US1099856A - Internal-combustion engine. - Google Patents

Description

G. W, MoG-ARY.

INTERNAL COMBUSTION ENGINE.

APPLICATION IiLED APR. 30, 1910.

Patented June 9, 191

5 SHEETS-SHEET 1 aver C. W. MYOG'ARY- INTERNAL COMBUSTION ENGINE. APPLICATION FILED APR. 30, 1910.

Patented June 9,1914:

5 SHEETfi'a-SHEET 2.

0. W. MGGARY. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED APR.30, 1910.

1 @99 85@ Patented June 9,1914.

5 $HEETS-SHEBT 3.

W? v liov rpfih.

} 0. W, MQGARY.

INTERNAL; COMBUSTION ENGINE."

APPLICATION FILED APR.30, 1910.

Patented June 9, 1914 5 SHEETS-SHEET 5.

. general class and type'it has been customary that there is certain speed at which an era;

CHARLES W. MCGARY, 0F EVERETT. MASSACHUSETTS, ASSIGNOR OF oNE-HALF HERBERT L. HILDRETH, OF BOSTON, MASSACHUSETTS.

INTERNAL-COMBUSTION ENGINE.

T0 (ZZZ whom it may concern:

Be it known that 1, CHARLES \V. MCGARY, a citizen' of the United States. residing at j Everett, in the county of Middlesex and State of Massachusetts have invented a certain new and useful Improvement in Internal-Combustion Engines of which the following is a specification, reference being had therein to the accompanying drawings.

My present invention has for its object an improvement in internal combustion engines, otherwise known gasolene. explosion engines, and more partieularlythe socalled two-cycle type of engine; I- eretofore in the manufacture of engines of this to employ a closed crank case in which the explosive mixture of gas and air is compressed prior to its admission to the cylinder. lVhile there ha ve been some engines of the two cycle type in which the closed crank case is not employed, it has ordinarily been considered impracticable to construct two-- cycle engines without a closed crank case. By the employment of my nvention the closed crank case may be omitted and an open. crank case may be employed if desired. The omission of the closed crank case does away with all the difficulties arising from leakage through the joints of the crank case and about the bearings; makes it possible to supply the cylinders with a mixture which does not contain any spray or vapor of oil; avoids the presence of grit in the crank case introduced through the carbnreter; makes it possible to employ a better system of lubrication for the pistons and bearings; and also, does away with the difiicultyof designing a crank case, the content of which shall bear the proper relation to the content of the cylinder so that the proper degree of compression may be obtained.

The important feature my invention which enables me to do away with the called closed crank case the placing of a ottwren lily. klbiieii U introduced ii i i c the c linde clvrge of engines of thet-wocycle type, it i.

Specification of Letters Patent.

Application filed April 30,

Patented June 9, 19.14.

1910. Serial No. 558,581.

crank case will be filled on each revolutioi with the fresh gas, but when the engine exceeds that speed a less charge is drawn in owing to the inertia of the gas.

In the engine embodying my present invention, the cylinder receives at each revolution a full charge of gas as the gas is driven into the cylinder by the compressor. Furthermore, the speed of the compressor is in general increased with any increase in the speed of the engine, and consequently increases the force by which the gas is driven through the ports into thecylinders so that the inertia of the gas has no perceptible effect on the operation of the engine.

-Another important feature of my invention consists in goyeruiug the speed and powerdeveloped by the engine by varying the speed of the air compressor and consequently the amount of compressed gas which is introduced into the cylinders as a charge.

As is well known to those skilled in this art the two-cycie engine furnishes a more continuous supply of power and consequently a more continuous turning force upon the crank and shaft than the fourcycle engine, but the ditiiculties attendant upon the use of the closed crank case or its substitutes and the difiicult-y of obtaining perfect scavenging of the cylinders have made thetwo-cycle engine unpopular. My present invention does away with these diliiculties to a large extent and affords an engine which retains all the well known advantages of the two-cycleengine as well as many of the advantages of the four-cycle engine. It may be. controlled and operated with greater ease than any other engine heretofore known to me.

While I have shown and described my invention as embodied in an automobile engine. it is obvious that it ma be used for marine or stationary purposes as well as fo the propulsion of mogor vehicies and e that it is capable of various niodificais and changes within the. spirit of nvention. 1e invention will fully understood frvlilt the fcflowing dc ption taken in connection with the acr'zonipaiming drawings. and, the novel features will be pointedout and .early defined in the claims at the close of the specification.

l2 moy he of any We In the drawings,-Figure 1 is a front elevation of an engine embodying my invention. Fig. is a. to plan view of the engine shown in Fig. 1. Fig. 3 is a longitudinal section of the engineon line 3-3 Fig. 1. Fig. 4 is a transverse section of the engine and the upper part of the crank case. Fig/5 is a section on line -43 Fig. 4. Fig. 6 is a section on line 6-6 Fig. 1. Fig. 7 is an end. view-of the clutch and governor by means of which the'speed of the compressor is controlled. Fig. 8 is a section on line 8-8 of Fig.6. Fig. 9 is a detail of the clutch formin a part of the governor. F lg.-10 isa detni part1 in section of the air timer by means of w ich the compressed air operating the self starting mechanism is distributed to the cylinders. Fig. 11 is a section on line 1],.-11 of Fig. 10. Fig. is'a detail showing the con struction of the spring packing r1b in the piston.

Referring now to the drawings and more particularly to Figs. 1, 2, 3 and 4., there will be seen at A. and B the two fran as by means of which the engine is supported in the body of the vehicle. The cylinder castings are shown at C and the crank rose at The crank is designated E and the fly wheel F. Except as hereinafter mentioned these ports are of ordinary construction.

At G, indicated a c: rlmreter or other device for produciiu air and gasolene r ier hydrocarbon fuel.

While I have described a carburetor one el it of the combination comprising my invention, it do not limit myself to that form of co hcrcter in which a mixture of and liquid hydrocz-irhon is made, hut intend that theirrin carburetor shall also include any device in which an explosive mixture of air and hydrocarbon is produced, such for in-- stance as a mixture oi": air and producer The carburetor G is connected hy a pipe with a compressor 12 by moons of which the explosive mixture is compressed and introduced into the cylinder. The compressor known construct hut I prefer to employ n compressor that shown and described in the .17,. ration for U: ted States Letters Patent filed by me, January 28, 1910, Serial No. 540.4%. This compressor consists of erasing 13, in. which are located two rotating members 14 and 15. The upper rotating meniher is driven by a gear 16 moshing with gear '17 on the shaft of the lower rotating member 15, and the lower member is itself driven by e. geur 18 meshing with a gear 15! on the main shaft. he two rotating members i l and 15 of the con'lprcssor are mole and fen-mic l ving fin-rushed with pockets and teeth 1'(..-,!)l"(lii.'l

and um so coi'istrurtcrl that the two rotors.

are always in contact with ou h Gill's! 1. hey revolve. the root (H'Plt' of cmrotor hr rig in contort with the tlCldUIltlllii! rirrlc ()1. c other plosive mixture of genome rotor. The walls of the pockets and teeth are in cross-section shaped like our teeth but of a peculiar construction Soc 1 that the point of contact between the two rotors progresses along the root circle of the male rotor, up the side of the tooth, along the point of the tooth, down the other side of the tooth and again alon the root circle toward the next tooth. It Wlll be seen that as the said rotors revolve, the mixture of gas and air is carried in by the pockets 151 in the rotor 15, compressed to the density of the mixture on the discharge side'of the compressor, and discharged into the cylinders of the engine. The compressor of the peculiar construction shown and described herein per only a minimum of the compressed mixture to escape to the inlet through the port 20 and discharged through the ports 21 and 22 which lead into the cyl-v inders. The ort 22 is located. directly oppositethe ex iaust port 23 through whichthe burnt gases escape and is low down in the cylinder as possible and yet be uncovered hy the iston at the extreme lowest point of its stro (e. Since the fresh gas is introduced into the cylinder under relatively high pressure, it serves not only to fill the cylinder completely but also tends to drive out the burned gases left from the previous explosion.

The piston 24 furnished at 25 with a battle plate of peculiar connlrlu't'ion which extends upwardly from the end, of the pis too. This bnllic plate may he plizinly won in Figs. 4 and It has a circular wall E251 and is rovidecl withgradial ribs 26 which divide t e space into pockets. Two of these ribs 26, 26, register with two of the bars 27 which strengthen 'thewalls of the r lindcr at the inlet port 22. The hallle plate of a height shout as great as can he employei'l and not strike 2 cylinder head so that it h ms it sort of tiring chamber in which rho ii lesion of gas takes place. The ballle ,3 forms a guide which directs "the i 1 u' nrardly toward the head of the 0 order and also .jnrcvents the fresh as from rushing out of the exhaust port which is opened n; the some time as the inlet port. The spark plug :28, by means of which the exploraivc mixture is tired. is located directly uhoae 1:110. of the pockets formed by the bufits plate 2.5 and. its rihs 26. By this arrangemcnt I find that o certain portion of the new one is curried upward with the piston, 1cthe pocket therein, and sur- )iirir plug u! the time when the urged into the explosive mix- .ihc spark ignites: this fresh gas more rcudily than as iii it were mixed. with the oil picked up intense exhaust gases in the cylinder, and makes it possible to obtain an explosion in the c ylin der under conditions underwhich ordinarily no explosion would be produced.

In practice, I have found that the portion of gas inclosed by the bathe late-will explode even when the amount a mitted to the cylinder has not been sufilcient to form an ex plosive mixture in the main portion of the cylinder. It also results that at all times a more complete explosion'is obtained as the gas in the pocket of the baflle plate fires easily and communicates the explosion to the' mixture contained in the other portions of the cylinder.

The piston 24 is provided with the ordinary horizontal piston rings 29 and also with two vertical ribs 30 (seeFigs. 3 and 5) which are located one on each side of the inlet ports 22 and contact with the walls'of the cylinder so that it is not possible for the new gas which is under pressure in the com pressor to rush around the piston and escape through the exhaust port or be prematurely ignited. These vertical ribs ef fectively protect the inlet port and preventany of the gases under pressure in the inlet port escaping around the piston to the exhaust port. This is important as the gas in the inlet port is urider pressure during the entire stroke of the plston and without this protection there would be leakage into the exhaust.

The lubricating system will now be described.

On the main shaft H is carried a disk 31, the lower edge of which dips in oil contained in the lower part ofthe crank case D. The by the disk 31 .is thrown ofi' violently and sputtered in all directions. The oil which is splashed by the disk 31 and thrown against the walls of the crank case runs down into grooved ledges 32 and 33.

and then through the ports 34 into oil wells 35' at the mainbearings of the shaft. Qver the main shaft Hand in the oil welt 35, is hung a shrines which serves to dip .up .oil from the oil'well and pour it over the main shaft in centerof the main hearing. In'

this manner the main bearing is thoroughly lubricated. Oil from the oil 'well 35 is car- ,ried to each crank bearing by means-of a duct 37 formed in the crank and so constructed that the centrifugal force developed in the oil bythe rotation of the crank causes the oil to fiow'from'the oil well 35 to the crank bearing. Y

' The grooved oil ledge 32 is made to slope from the center toward the ends of the crank case so that the oil \villmonstantly flow into the oil wells ev n though the en.- gine is tilted, as for inst nce would be the case in an automobile o a grade or in a boat not trimmed on an even keel. Under thesemircumstances, if the ledge 32 were horizontal, one oil well or the other might not be furnished with a sufiicient amount of oil and the hearing which it lubricates might possibly run dry. The construction shown efiectively prevents this.

The piston 24 is constructed so that it projects below the bottom of the cylinder when it is at the end of its stroke. A gI'0O\( 201 of peculiar ratchet shape formed in, the piston in such a position that it is uncovered at the end of the stroke. For convenience, I have termed this groove ratchet shaped, thereby intending to convey the meaning that it is cut at an angle downward. This groove receives oil from the splash in the crank case.- As the piston moves up into the cylinder, the oil is carried up in the groove, the inertia of the oil tending to hold it in the bottom of the groove. On the return stroke, the oil is displaced from the groove by movement of the piston and is distributed over the walls of the cyl inder and piston. This construction effectively lubricates the piston and cylinder.

The speed and power which is developed by the engine is controlled in the following manner. As has been previously stated, the compressor is driven from a gear 19 on the main Zbhaft. The speed of the compressor and consequently the amountof the charge introduced into the cylinders and the density to which it is compressed is varied by means of a governor, whichwillnow be described. This governor is carried by the compressor and operates to cause the compressor to run at a constant speed determined by the point at which the governor is set by the operator. A gear 19 on the main shaft H meshes with an idle gear 18 which'itself meshes with a gear 39 which is loose on sleeve 40. The sleeve 40 incloses the shaft-'41 of the lower rotor 15 of the compressor and the two are fast to each other. The gear 39 re volves in a bearing on the sleeve 40 and is formed integral with a clutch ring 42,within which are located two clutch members 43 and 44 which are movable toward and away from the center of rotation to engage or disengage with the inner surface of the clutch ring 42. On the sleeve 40, there is fast a frame or spider 45' which supports two or more governor levers 46 and 47; Said levers 46 and 47 are pivoted to lugs on the spider 45 at 48 and 49 respectively and carry on their outer ends'weights 50 and 51 respectively. These weights 50 and 51 are of a weight suiiicient to operate the governor and are of flattened form as shown in Figs. (3 and 8, this being the form which is most convenient to inclose in the governor casing 52. The inner ends of the governor lovers 4 and 47 are forked as shown at 54 and 55 and the forks engage pins 56 and 57 carried between pairs of lugs 58, 59, (i0 and (il respectively on two movable clutch members 43 and 44:. The sliding movement of the clutch member 43 is guided by two studs 62 fast in the spider elf) while the cintch mem- 7G1 atelguided on two similarstuds (33. Thee i. ids operate in. slots 64: in theclutch members. From the foregoing, it will be seen, that. if the clutch members lii and ll are moved outwardly, they will engage the inner surface the clutch ring 42, and will be caused to turn with it. It the pressure is suflicient, the clutch ring and the clutch members will rotate together with the same speed, but if the clutch members are held less firmly against the clutch ring some slip will occur and the interior clutch member will rotate at a proportionately less speed than the clutch rin By varying the pressure with which the interior clutch men'ibers are held against tl'ieclntch ring the speed of the clutch ring' and its attached parts may be varied as desired,

On the clutch levers 46 and 4.7, are located projections 65 and .66 which extend radially towardthe sleeve 10. Against these projec tions, rests a hall-bearing collar 67 which is pressed toward them by means of a spring 68, the other end of whi'clrrests against a collar 69 which is slidable longitudinally of the sleeve 40 by means of the lever '70 on the shaft 71. l The shaft 71 operated in any convenient manner as for instance by the crank 72 and connectio rod 73 see Fi a i r: I.

A movement of the co nnecting rod. 73 in one direction causes the collar (39 to be moved to the left. (see Fig. 6) and tocompress the spring 68 against the ball bearing collar (-37 which itself rests against the governor le-.

vers all; and 417. The effect of-this pressure upon the governor levers is vto, move the clutch members. 4.3 and l l outward, and cause them to engage the clutch. ring more forcibly, thereby causing the sleeveand at tached parts to rotate vat more nearly the speed of the gear 19. Thereafter until the governor is set again, the compressor will be run at a constant speed (within certain limits) regardless of the speedat which the engine runs. The engine will, therefore, receive a constant charge from the compressor at each stroke and will run at whatever. speed the explosion of that charge will produce under the load at which the engine may be running at that instant. It is found in actual practice. that the engine maintains a speed .which is Very nearly constant for any givelf-position of the governor and that change i n load produces slight variation in speed When desired-to change the speed of the'engine, the connecting rod73 ismoved thdtre'qmred amount. This sets the govei nor at a new point, and thereafter the com-.

pressor will be run at a new speed which is substantially constant regardless of the speed of the engine. It will thus be seen to the compressor thereby controlling the speed of the compressor and consequently the charge delivered to the engine. It will also be uniflt'zrstoral that any iornii oi governor which will control the speed of the com-- prcssor may he einpll'iyed. The lOilll. shown in the drawit a. satisfactory one.

The self starting devi es by means of which the lal'iorious operation of cranking the engine is avoided will now .be described. They consist primarily in means for snpplying to the respective cylinders at proper times in their cycle of rotation, a sullicient supply of compressed air to cause the engine to turn over until an explosion has been obtained by ignition of a charge of gas in one of the cylinders.

In Fig. 2 there will be seen a compressed air tank 74 connected by the pipe 7.) to the air distributor '76. The air distributor consists of a rotary valve 77 mounted on shaft 78. Said shaft '78 rotated by a )air ofair tank .74 is admitted successively by the rotary a'irvalve 77 to the pipes and 88" for a'length of time determined by the size of the cut away space 84. This length of time islong enough to give the piston and fly wheel momentum sufiieient to carry them by the center. On the top of each of the cylinders G is located a valve 86 see Fig. 3) which closes the head of the cylinder during the ordinary operation of the engine, but opens it to admit the compressed airwhen th-i self startingdevice is put in operation The valve 86 is contained within a casing and contacts with a seat in the said casing, being normally held in contact therewith. by means of a spring 87. The casing 85 is closed at its top by means of a cap and one of the pipes 82 and 83 is connected to the casing. The supply of compressed air to the air distributor is (0th trolledby means of the valve 89. This valve is opened when it is desired to start the engine and is closed again after the ordinary operation of the'engine has beguin Thecompressed air carries the piston down with it until the exhaust port is opened. At about this time the air distributer shuts off-the supply ofcompressed air and the compressed air then within the cylimler begins to escape through the exhaust port. This reduces the pressure in the cylinder and in the pipe so that the valve 86 is closed by the spring 87. The cylinder then receives its charge of gas through the inlet port in the ordinary way.

While I have described my invention as embodied in an internal combustion engine of the two-cycle type, I believe that many features of it are applicable to four-cycle en ines.

Ilhat I claim is 1. In an engine of the character described, the combination with a cylinder and piston of a carbureter and a rotary compressor receiving a mixture from the carbureter, and discharging it into the cylinder and means for varying the speed of the compressor whereby the charge delivered to the engine by the compressor is varied, said means for varying the speed of the compressor consisting of a rotary clutch ring, means for rotating the said clutch ring, friction clutch members connected with the compressor so as to rotate therewith and movable with relation to said clutch ring, pivoted levers enga ing with said movable clutch members, tension mechanism for pressing said levers with yielding pressure a ainst said movable clutch members, and hereby pressing said clutch members into ielding frictional engagement with said c uteh rin 2. In an engine of the character described, the combination with a cylinder and piston of a carbureter and a rotary compressor re ceiving a mixture from the carburetor, and discharging it into the cylinder and means for varying the speed of the compressor whereby the charge delivered to t 1e enine by the compressor is varied, said means for varying the speed of the compressor consisting of a rotary clutch ring, means for retating the clutch ring, friction clutch members connected with the com ressor so as to rotate therewith, and movab c with relation to said clutch ring, pivoted levers engaging with said movable clutch members, tension mechanism for pressing said levers with yielding pressure against said movable clutch members, and thereby rcssing said clutch members into yielding rictional en- "agement with said clutch ring, and means or varying the tension of the tension mechanism.

3. In an engine of the character described, the combination with a cylinder and piston of a carburetor and a rotary compressor receiving a mixture from the carburetor and discharging it into the cylinder and means for varying the speed of the compressor whereby the charge delivered to the engine by the compressor is varied, said means for varying the speed of the compressor consisting of driving mechanism, a rotary clutch ring actuated by said driving mcchanisn'i, a rotary shaft on which said compressor is mounted so as to rotate therewith, a frame also mounted on the compressor shaft so as to rotate therewith, levers pivoted to said frame, friction clutch members engaged by Said levers and rotatable with said compressor and movable toward and from said clutch ring and adapted to engage frictionally with said clutch ring and tension mechanism whereby the aid movable clutch members are actuated through the lovers to cngage with yielding pressure against the said clutch ring.

4. In an engine of the character described, the combination with a cylinder and piston of a earburetcr and a rotary compressor receiving a mixture from the carlmreter, and discharging it into the cylinder and means for varying the speed of the compressor whereby the charge delivered to the engine by the compressor is varied, said means for varying the speed of the compressor consisting of driving mechanism, a rotary clutch ring actuated by said driving mechanism, a rotary shaft on which said compressor is mounted so as to rotate therewith, a frame also mounted fast on the compressor shaft so as to rotate therewith, levers pivoted to said frame, friction clutch members engaged by said levers and rotatable with said compressor and movable toward and from said clutch ring and adapted to engage frictionally with said clutch ring and tension mechanism whereby the said movable clutch members are actuated through the lovers to engage with yielding pressure against the said clutch ring and means for adjusting said tension mechanism.

In testimony whereof I ailix my signature, in presence of two witnesses.

CHARLES \V. MCGARY.

\Vitnesses:

Gnonon P. DIKE, ALICE I-I. Moumsoiv.

Copies of this patent may be obtained !or five cents each, by addressing the Commissioner of IPatents, Washington, D. 0.

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