US1109681A

US1109681A - Internal-combustion engine.

Info

Publication number: US1109681A
Application number: US57801310A
Authority: US
Inventors: Champion H Judson
Original assignee: Individual
Current assignee: Individual
Priority date: 1910-08-19
Filing date: 1910-08-19
Publication date: 1914-09-08
Anticipated expiration: 1931-09-08

Description

v Q- R G. H. JUDSON.

INTERNAL GOMBUSTI IN ENGINE; Arr; 'ATION FILED AUG. mi 1910.

1,109,681, Patnted Sept. 8, 1914.

4 SHEETS-SHEET 1.

$51,545:: E l I G. H. JUDSON.

, INTERNAL COMBUSTION ENGINE. APPLICATION FILED AUG.19, 1910.

1,109,681 Patentedsept. 8. 1914.

4 SHEETS-SHEET 2.

' 1 11,00 v m-f0; um

$11 Leanna Q) I a wi/lmeooeoz 4 v G. H. JUDSON.

INTERNAL COMBUSTION ENGINE. APPLICATION FILED AUG.19. 1910.

, 1,109,681, Patented Sept. 8,1914. 3/ 4snnn'rssnnz'r s.

3/ r l f 1 I III a a" F 0. H. JUDSON. INTERNAL COMBUSTION ENGINE. APPLICATION FILED AUG.l9, 1910.

Patented Sept. 8, 1914.

4 SHEETSSHEET 4.

72 FIGS.

WITNESSES: v ENTOR Ma (M.

.oHeMrroN H. JUDSON', or DOBBS runny, New Y ORKI" "INTERNAL-COMBUSTION ENGINE. I

Specification of Lettere Patent. I 1

' Application filed August 19, 1910 Serial No. 578,013.

To all whom it may] concern Be it known that I, CHAMPION H. JUDSON, a citizen of the United States,'res1ding at Dobbs Ferry, in the county of VVestchester,

' in the State of New York, have invented certain new and useful Improvements in Interna l-Combustion Engines, of which the following is a specification. I

My invention relates generally to internal combustion engines and specifically to two-.

cycle engines, that is, engines having an impulse stroke every revolution, but features thereof are adapted to be applied also to-intern-a1 combustion motors having a different cycle of operation, such, for example, as the well-known four-cycle motor.

' My invention includes improved valve mechanism of manifold advantages, and also.

novel methods of scavenging or riddin the cylinderof the burnt gases remaining t erein at the conclusion of the power stroke.

,. In the accompanying drawings which form apart of this specification, Figure 1 is a sectional elevation of a four-cylinder en gine of my improved type; Fig. 2'is a side elevation looking at the left-hand end of Fig. 1'; Fig. 3 is-a transverse section on line III-III of Fig. 1; Fig. 4 is a section, parts being shown in full, on line IV-IV of Fig. 1; Fig. 5 is a sectional view similar to Fig. 1, showing a modification, while Figs. 6 and 7 are sections taken on lines VI and VII, respectively, of Fig. 5; Fig. 8 is a view simi lar to Fig. 1', illustrating a modification; Fig. 9 is a transverse sectional view taken on line IX-IX of Fig. 8; Fig. 10 is a sectional View taken on line XX of Fig. 8; Fig. 11 is a longitudinal sectional view of the beveled geafshown in plan view in Fig. 9. Referring in detail'to the drawings illustrative of the form shown in Fig. 1, the numeral 1 designates a base on which are mounted the cylinders 2 in which recipro-' cate theopistons 3. Connecting the pistons with the crank shaft 4 are the connecting rods 5. Upon the end ofthe crankshaft are .mounted the fly-wheel 6 and adjacent toit the bevel gear 7- meshing with a similar gear'8 on the sleeve 9 whichhas" at its upper extremity .the collar 10. This'collar and the gear-8 are so disposed with reference to the bearing block of-the sleeve supported upon the frame of the structure that the sleeve is free to rotate, but is prevented from moving in a vertical direction. Within the sleeve is-the vertical shaft 11, a pin 12 upon which enter the cylinders, at t passes through the'oblique slot 13 in the sleeve. At the upper end of the shaft is located a sleeve 9 having an oblique slot 15 in which the pin 14 enters, the sleeve 9 having a.-collar.l6 facing that of the lower sleeve but being otherwise disposed in the bearing block 17 in a manner-similar to that of the lower sleeve 9. The slot- 15 has an inclination reverse to that of the slot 13. 1 Carried upon the upper end of the sleeve 16 is the bevel gear 18 meshing with a similar 'gear" 19 upon the horizontaltubular valve structure 20. Intermediately disposed upon the shaft 11 with respect to the two sleeves is the grooved member 21, entering the groove in which are the claws 22 of the bell crank lever 23, which is pivoted to the main frame at the point 24. Thevalve mechanism includes a horizontal tubular. member 20 having ports 25 adapted to register with ports26 in the top of the cylinders, this tubular structure being rotated by the gears 18 and 19 from the shaft 11. Carried upon one end .of the valve mechanism is the dis- Pat ntedsept. s, 1914.

tributer 27 of the ignition system having the four contacts 28 disposedat intervals of degrees about the cirdumference of the stationary ring 29 and contacting with the brush 30 carried on the end of the tubular structure 20. Wires 31 lead to the spark plugs'32 in the cylinder heads and provide means for igniting the explosive mixture in the manner usual in internal combustion engines. By operating the lever 23 the shaft 11 may be moved in a vertical direction, and by virtue of'the actionof the pins 12 and 14 in their reversely inclined slots 13 and 15, the angular relation of the gears 8 and 18- may be varied at will, thereby altering the time at which theports 25 will register with the ports 26 and 1permit the charge to e same time varying the time at which the explosions. in the cylinders will occur. At the end of the tubular..valve opposite to that upon which is mounted the distributing system, I preferably place a blower 33 which may be of the centrifugal or anyoth'er well-known type,

The supply pipe 34 of this blower leads from the carbureter 35 and the explosive mixture is therefore taken from the carbureter and.

forced under pressure into the tubular valve 20, being admitted to the cylinders in rota-' tion at the times when the ports 25 register.

with the orts 26'. Formed about midway in the cy inders'are'the exhaust ports 32 leading to the exhaust manifold 37. The cylinders may be provided With. water jackets 38 for the purpose of keeping the temperature of the cylinders at a workable point.

In the operation of my device, the cycle is as follows: Considering the explosion of the previous stroke to have taken place and the piston forced down to the point where it has commenced to uncover the exhaust ports, the spent gases, being at a pressure much greater than atmospheric, will rush into the ports and out through the exhaust manifold as soon as the ports are uncovered. {Before the ports are completely opened, rotation of the tubular valve brings the inlet ports 25'opposite to the cylinder ports 26 and the explosive mixture under pressure is-forced into the top of the cylinder, thereby aidingin' scavenging the cylinder of the spent gases of the previous stroke.

As the piston starts on its upward or compression stroke, it earlycloses the exhaust ports,.and then the tubular valve, having by this time rotated so that the inlet ports no longer register with the ports in the top of the cylinders, the explosive mixture is confined in-the cylinder and compressed by the continued travel of the piston. The distributer causes a spark to ignite the mixture just before the piston reaches the top of its stroke. The angularity of the firing mech-.

anism and of the inlet valve with respect to the crank shaft is made var able to allow an earlier firing and an earlier inlet of the firing charge inorder to effect the most econoInical operation at high speeds.

.Now referring in detail to the modification illustrated in Figs. 5, 6 and 7, the means for injecting the charge under compression in this modification comprise a centrifugal blower 39, or other suitable means for compressing air, which may be belt-driven from the pulley 40 on one end of the crank shaft. Theoutlet pipe 41 from this blower has two branches, 42 and 43. The branch 42' leads, by means of a manifold 44, to the small inlet ports 45 in the cylinder opposite the exhaust port 36. The inlet port 45, I preferably make of less area than the exhaust port, the bottom of the inlet port being upon the level of the bottom of the exhaust pm, and the top of the inlet port being below the level of the top of the exhaust port, and preferably at about half its height; these dimen-.

sions need not, however, be strictly adhered to. The secondfbranch of the outlet pipe from the blower leads to a jet 46 which discharges into the cylindrical chamber 47. Tapping one side of this chamber is the discharge pipe 48 from the carbureter- 35. In the modification illustrated in Fig. 5 I' have shown the lower portion of the vertical shaft 11 as square, as indicated at 49, and engaging a correspondingly shaped socketin the sleeve 9, in place of the pin and slot mechanism shown in Fig. 1. In other respects the mechanism of Fig. 5 is similar to that of Fig. 1.

The operation of the motor of Fig.5 differs from thatof the form first described in that air pressure is forced by the blower 39 through the jet 46 which is centrally disposed with relation'tc the end of the tubular inlet valve 20, and therepicks up suflicient hydrocarbon vapor supplied by the carbu reter, to form the proper explosive mixture, which is carried into the tubular inlet valve still under pressure. The cycle of operation is as follows: Supposing the piston to have reached nearly the end of its'stroke and to be just uncovering the exhaust port, the cylinder will then be filled with burnt gases remaining from the power stroke, and, as soon asthe exhaust port is uncovered these gases, bemg under high pressure, will rush there through. An instant after the piston uncovers the exhaust port it will also uncover the small port 45 oppositethereto and will permit a current of air under pressure to pass into the cylinder. At practically the same instant that the exhaust port first opened, the inlet port at the top of the cylinder also opened and the explosive mixture under pressure entered the cylinder. The function of the current of air from the air port '45 is to aid increat-inga circulation which will help to rid the cylinder. of the spent gases remaining after the power stroke, and also to cool, to some extent, the interior of the cylinder, although not to a degree which will prevent efficient and economical operation. tudinal length of the air port is small, the piston closes it soon after starting on its up stroke, and therefore, as the curcurrent of airis cut off early in the stroke, the explosive mixture is not diluted to an appreciable degree, and the scavenging of the cylinder is accomplished in this manner without alfecting the efficient operation of the motor through the waste of the hydrocarbon.

The modification illustrated in Figs. 8 to 11, inclusive, is similar in construction to the engine shown in Fig. 1 with the exception of the means for altering the angularity of the valve mechanism with respect to the crank shaft and the method of mount ing the tubular valve mechanism on the frame of the engine. Referring to these figures, the numeral 50 designates the flywheel mounted on the end of the crank shaft, to the other extremity of which is keyedthe beveled gear 51 meshing with the gear 52 having the two bearing

surfaces

53 and 54, adjacent to which are the collai'por- As the longigiven the same pitch as the twisted shaf mechanism is grouped. By operating the bell'prank lever throughthe' agency of this link, the'shaft61 will be-translated longitudinally, and owing tothe twist which it we adapted to straddle the gear 52, and

5 Within the gear- 52 is the square shaftfil, which is twisted equally on each side of the} centerin the same horizontal direction, thei internal surface 62 of the gear 52 being The shaft passes through a hole 63 in the bracket 58 and through a bracket 64 similar to the bracket 58, there engaging a symmetricallydis'pose'd gear 65 similar to, the gear- 52. The gear 65 meshes with the gear 19 keyed to one end of; the tubular valve strucmm 20. The upper end of the shaft 61 terminates in a groovedbearing member 66 which isengaged bythegjafws 67 carried on 20 pivoted at the one end of the bell-crank lever 68 which .is

aflixed to the mam frame. Tothe other extre'mity 71 of the bell-crank lever is pivoted a link 7 2 which may be extended to the portion of the engine where the controlling has, the gears 65- and 52 will change their relative angularity, and by this method the "relativefangularity of the tubular valve structure and the erank shaft may be altered at will within such limits as may be desired valve structure in such manner that it may be readily removed for purposes ofcleaning is formed a seat-73 which is in the same horizontal plane with the center of the tubular valvestructure. place by a cap. plate '74 whichmay extend theentir'e lengthof the engine and be bolted to vthe seat 73 by thestudbolts or other T means 75. By the removal of these bolts the cap plate may be lifted off and the tubular ,valve structure removed without tearing down'an'y of the other portions of the engine. p v

Having thus described my invention, I claim: I Y

1 An internal combustion engine'having in connection between sai' crank shaft and point in the stroke atwhich thevalve shall open and close.

2. An internal combustion en 'ne having i anexplosion chamber, a piston t erein actuating a crank shaft, a-'valve at the head end rali'ty point 69- to a standard'FO in the eflicient operation of the engine. In Figs. Sand 10fis also illustrated an vimproved method of 'mounting the tubular 'or repair. At the upperiend of the cylinder.

The latter is held ina crankshaft, a functionin valve and drivof said explosion chamber, and means for altering the'poiht in sti'oke at which the means 'for positivelyrotating one of' said blocks from the crank shaft and means for transmitting motion from the other to said valve. I n

t, 3. An internal combustion engine having belng cut to conform closely to the latter,

an explosion chamber, a piston therein actuating a crank shaft, a rotary tubular valve at the head end of the explosion chamber, and

"cluding a plurality of blocks, atwisted shaft passing through said blocks and fitting the same, means for positively rota-ting one of said blocks from the crank shaft, and means for transmitting rotation-from the other to said valve.

4. An internal combustion engindhaving an explosion chamber, a piston therem actuating a crank shaft, a rotary tubular valve t the head end of the explosion chamber, and means for altering the angularlt-y of said valve with respect tosaid crank shaft,

including a' plurality; of blocks, a twisted shaft passing through said blocks and adapted to fit the same, means for posititely rotating one vof said Blocks from the crank shaft,

means fofltransmitting rotation from the,

"other to said valve, and means for adjusting said twisted shaftin 'alongitudinal direction. 7

l 5. An internal combustion engine having valve shall open and close, including apluof blocks, a twisted shaft passing throughsaid blocks and "fitting the same,

an explosion chamber, a piston thereiiractuating a crank shaft, a rotary tubular valve at the head end of the explosion chamber, and means for altering the angularity of saidvalve with respect to said crank shaft, in-

eluding a block rotated from said crank shaft alined with a block rotating said valve and.

a twisted shaftpassing through said block% and fitting'the same, and means for adjusting said shaft longitudinally while the engine is in operation. 7

6. In combination, in an internal combusitlOIl engine, a carbureter, an explosion chamber, an exhaust port therein-and means for supplying the explosive mixture to the explosion chamber at a higher pressure than exists in the explosion chamber shortly after the opening of said exhaust port, including a blower and a rotary tubular inlet valve at,

the head end of said explosion chamber, and

means for varying the point in the cycle at which the mixture is admitted to the explo sion I chamber.

7. In combination, in an internal combustion engine, a carbureter, an explosion chamber, an exhaust port therein and means for supplyin the explosive mixture to the explosion c amber at a higher pressure than exists in the explosion chamber shortly after the opening of the exhaust port, including a blower, and a rotary tubular inletvalve at the head of said explosion chamber, and meansfor varying the point in thecycle at which the mixture is admitted to the explo- 5 sion chamber While the engine is in operation.

In testimony whereof I have signed my