US1110336A

US1110336A - Internal-combustion engine.

Info

Publication number: US1110336A
Application number: US75256013A
Authority: US
Inventors: Oscar L Neisler
Original assignee: Individual
Current assignee: Individual
Priority date: 1913-03-07
Filing date: 1913-03-07
Publication date: 1914-09-15
Anticipated expiration: 1931-09-15

Description

0. L. NJEISLEE.

. INTERNAL COMBUSTION mm.

APPLICATION FILED MAB. 'i,.1913.

0. L. NEIsLEe. INTERNAL COMBUSTION ENGINE. v I APPLICATION FILED MAKE-1913. 1 10,336, Patented Sept. 15, 1914.

- 2 SHEETS-SHEET 2.

\\ mmll P v Unitarian snares rnrnrrr onnron DSCAR 11. NEISLEB, 0.? CHICAGD, ILLINOIS.

. rntrnnnar-corrsnsrron ENGINE.

Specification of Letters Patent Patented Sept. 15, 1914.

Application filed March 7,1313. Serial 1%. 752,566.

To all whom it may concern Be it known that 1, Oscar: L, Nnrsnnn, citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Internal-Combustion Engines; and I do hereby declare the'following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My 'inventlon relates to internal combustion or explosion engines and more particularly to two-cycle engine's. Its prime objects are to provide a simple and posltive mocha-s nism for drawing the charge into acompression chamber, for compressing this charge and for delivering it to the ignition or power cylinder under pressure. j A further object is to time the admission of the charge to the cylinder and the emission of the exhaust from the same in proper I accomplish these objects by the construe-- tion shown in the accompanylng drawings,

in which-- Figure -l* is a central vertical section through a: two-cylinder'engine. embodying my invention. Fig, 2 is-a vertical section through Fig. --l. along the line 2-2. Fig. -3 is a horizontal section through- Fig. -lalone; the line 33. Fig Fig-r. -1- along the line In the dra 'ings, the cylindrical casing 1 haslin its upper portion an inner cylinder 2 connected to the casing 1 by upper and lower annular portions and whereby a waterj arlret chamber provi led around the cylinder 9. This chamber is also preferably connected by openings 32 to a chamberil for water jacketin cgthe upper end of the cylinder; lSelow he lower end l o the water jacket or cooling chamber the easing 1 isborcd to fit an enlarged annular i is horizontal section through piston 6 terminating in a hollow cylindrical extension portion 7 which fits the main cylinderi? of the engine and which constitutes the cylinder within which the power piston 8 of the engine is actuated. The piston Sis connected to a crank sha'ft 9 by a pitman' 1G having engagement with a pin 11 mounted within the power piston S. The crankshaft 9 is journaled in bearings 12- upon the casing -1 of the engine and has eccentrics 13 upon its shaft on opposite sides of the crank-l4, which eccentrics are 'connected to opposite sides of the annular piston 6 by rods 15. Theeccentrics 13 are preferably positioned upon the shaft at about one hundred eighty degrees fromthe crank 14:, but this relation may be varied as desired.

The head 16 of the inner cylinder 2 has a reentrant formation 17 projecting into the upper end of the cylinder 2, thereby forming an annular passage 18 into which the upper end of the cylindrical. extension portion 7 may move considerably beyond the lower end 19 of the re'e'ntrant head formation. Exhaust ports 20 in the wall of the cylinder 2 adjacent to'this head 19 communicate with exhaust passagesQl, these ports 20 being adapted to register with discharge ports 22 inthe portion 7 when the latter is at the uppermost position of its travel. Adjacent to its juncture with the annular piston 6, the portion 7 is reduced in diameter, thereby providing an annular space or groove 23 between the lower portion of theportion 7 and the cylinder 2 when the-former is at or near its uppermost position. Jjlnlet ports 24. in the portion 7 connect the interior of the same with the upper end of the annular space 23 thus formed between the opposed peripheral walls of the cylinder and the valve portion 7 adjacent to the juncture of the differently die-metered parts of the cylinder;

These ports 24L are normally covered by the outer surface of the power piston 8, but areuncovered for a-brlef interval of time whilethe piston 8 is passing the lowest point of its travel. V

W'hen the portion 7 is in its uppermost position, the upper end of its pistonportion 6 does not abut against the lower end a of the water-jacket chamber 5, but still leaves an annular chamber 26 bctwcenthe two,- of whichchamber the annular space23 forms art. constituting a connecting-duct to the ports 2 The chamber 9621stbus formed between the opposed shoulders of the parts i of larger diameter of the cylinder and the reciprocating hollow member is increased in size as the piston 6 descends,.and is adapted to receive the gaseous charge for the en- 7 gine through an intake port 27 which is uncovered by tlie piston 6 when the latter is at the lower limit of its travel. Packing'rings 28, provide tight joints between the several interfitting. and relatively reciprocating arts. A spark plug 29 is located in. the

ead 19;;for igniting the charge after thishas been admitted to the combustion chamher gformed coactively by the piston, the ,cylinder, head and the sliding member 7. .lllit'h multi-cylinder engines, the above-described :elements are found in each ofthe cylinders connected to the same shaft.

V Inoperation, the mixture ofga s and air in the combustion chamber 30 of the cylinn'der is ignited by the spark plug 29 when 1 the piston 8 is at or near the uppermost or most outward point of its travel (as shown] in the right hand portion of Fig. 1)- at which time the extension portion 7 ofthe piston 6 closes the exhaust ports 20. At the same time the piston 6 has passed and uncovered the intake port 27, through which a mixture ofgas and air freely enters the initial

charge compressing spaces

26 and 23.

When the charge is ignited in the cylinder,

the "piston 8 is moved inwardly thereby causing the pitman 10 to rotate the shaft 9, which in turn moves the eccentrics '13 and through the rods 15 propels the piston 6 and its extension portion or valve-sleeve 7 'in an upward direction. As soon as the upper end ofth'e piston 6 passes the top of the intake of the said piston 6 compresses the gaseous these piston-controlled inlet ports. into the interior of the cylinder. By the time this 5a ward so that the discharge ports 22 register occurs", the valve member -7-has moved upwith the exhaust ports 20, allowing the gaseous products left in the cylinder from the previous explosion to pass out into the exhaust passage 21'. Then when the crank let has passed its lowermost positlon, the momentum of the moving parts of the engine will continue to rotate the shaft; thereby moving the piston 6 and itssleeve 7 down;

ward, while the piston 8 moved upward and'c'loses the inlet ports 24. At the same time, -the downward 'motionof the valve 7 sleeve 7 will carry the discharge ports 22 out of registry with the exhaust ports 20, thereby leaving the fresh charge entrapped in the interior 30 of the cylinder when it will be compressed as the piston 8'moves upward.

Meanwhile, the closing of the inlet ports 24 by the power-piston 8 will disconnect the chamber 26 and its extension 23 from the combustion chai'nberBO of the cylinder, lea-v.- ing this compressing space filled with a small amount of the inltial charge; 'Then as the annular compression piston 6 descends, this space is greatly increased in size, thereby attenuating the gaseous mixture in the same. Consequently, when the movin parts'reach the positions at which theintake port 27 is again opened, there will be a partial vacuum in the spaces 26 an'd23 and this partial vacuum will cause a fresh charge to be instantly sucked in throughfthe intake port;

. Thus, I the engine of my invention will draw the charge rapidly into its initial compression. chamber, compress the charge therein, deliver the charge under pressure into the'power cylinder (thereby enabling it effectively to displace the residual burnt gases in this cylinder) and then compress the charge in the cylinder and ignite the same while under pressure.

While I have shown and described my invention as embodied in a two-cylinder engine, I do not Wish to be-limited to the twin form, nor to the precise details as set forth in this embodiment, it being obvious that numerous-changes may be made in the same without departing from the spirit 'of my invention.

I claimas my invention:

1. An internal combustion engine comprising a cylinder of difl'erent diameters at respectively opposite ends, a head for the smaller end of said cylinder, the larger end thereof being open, a tubular member fitting the smaller end of said cylinder and having an annular piston flange fitting the larger end thereof, exhaust ports in the wall of the smaller end of the cylinder adapted to re ister with exhaust openings in said tubular member as the latter reaches the limit of its stroke into said smaller end of said cylinder, said piston flange coacting with the shoulder at the inner end of the larger end portion of the cylinder to provide a charge compression chamber, inlet ports in said tubular member adapted to pass said shoulder as said member reciprocates, a trunk piston for said tubular member controlling said' inlet ports and adapted to open the same to admit a charge from said compression chamher while said exhaust openings register with the exhaust ports and as said trunk piston attains the outer limit of its movement, there being a passage in the inner wall of the'smaller end of said cylinder extending from said shoulder to the point to which the inlet ports travel for maintaininglatter communication with saideom pr'ession chamber.

- of such cylinder,

2., In an internal combustion 'engine', a eyl inderhav ng its respective ends 0f;'difl'erent diameters and affording an annular. abutmnt between the parts'of difierent diameter; a thbu'lar member fitting tbe srnalle'r end of said cylinden and having an annular pis ton. flange fitting the larger end and coacting with said abutment to"p1 'ovide'a charge ,compi essing chamber, a trunk pistonwithin said l'member, a crank shaft having'two diametrically opposed cranks and con:

aected with said member and said trunk pis-' ton respectively for simultaneously rec'ip'-- rocatin'g the latter in respectively opposite directions, a

20 smaller. end of the latter' and'in the said head for the smaller end there being exhaust openings the circumferential wall of the said tubular member attains the inner' limit et ogenings" of its "movement, there being it reaches the outer lii'nit ofits movement andwhile said exhaust ports are open, there from the compressing chamberto point of y g OSCARL. NEISLERL- Witnesses:

M: M.. Borne,

- E. MAcDownnn,

-tnhuian ,I'nenibei" arranged to as"- in-said tubulat member-controlled y sa d a trunk pistonand uncovered by the latter as 25' 4 being a passage-for the "compressed charge yloeation of said inlet ports re'latively tothe' 30