US1115477A - Four-cycle internal-combustion engine. - Google Patents

Description

:,LREnUSHUN ENGINE.

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POUR GYJLE Patented N 0V. 3, 1914.

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INVENTCFI WITNESSES W. M. AUSTIN.

FOUR CYCLE INTERNAL GOMBUSTION ENGINE.

APPLIGATION FILED 0OT.23, 1912.

, 4 f f f WITNESSES 'iinrrin s'iafrns PATENT oracion.

WALTER' M. AUSTIN, 0F SWISSVALE, PENN SYLVNIA.

FOUR-CYCLE INTERNAL-COMBUSTION ENGINE.

Ta all Iwhom, 'it may concern Be it known that I. WAL-'rim M. AUsTiN, a citizen of the United States, residing at Swissvale, in the .county of Allegheny and State of Pennsylvania, havt` invented new and useful Improvements in Finir-Cycle Internal-Combustion Engines, otv which the 'following is a specification.

This invention relates to internal combustion engines, and more particularly to that type in' which the combustible mixture is compressed prior to ignition.

In what is known as the four cycle engine there. are four strokes. The first stroke draws in the charge ot' combustible mixture, the second stroke compresses the charge, in the third stroke the charge is ignited, and on the fourth stroke the engine cylinder is scaveiiged or cleared of the products of combustin. It is highy dt able in order to secure the maximum e..- ency and reliability, tliat the engiir.` c i'iindei be cleared o the products oi7 couilaist 'aon as completely as possible on 'the scavenging stroke, so that .When a fresh charge ot ci'imbustiblc mixture is taken into the angine cylinder, the saine will not be contaminated with burntoi inert gases ii'hich tends to vitiate the mixture and render` the ignition point infra uncertain. The ignition stroke should also be as long as possible in order to utilize the expansive force ot the ignited mixture to the largest extent.- On the compression stroke aceitnin amount of clearance space must he provided for the compressed charge of combustible mixture, while the suction stroke docs not need to be as long as the ignition stroke, in order to draw in that amount oie cou'ibustiblc mixture which would be the most economical. It ivill thus be evident that to secure the best efficiency, the four strokes of the engine should be of variable length, the scavenging stroke being such as tiA practicallydrive out all the products of conibustion, the ignition stroke being longer than the suction stroke, and the compression stroke bcingsuch that a clearance space re-` eaeiafg,e.the range 'of regulation of an internal combustion en gine.

Specication of Letters Patent. Application led October 23. 1912. Serial No. 727,335.

Patented Nov. 3, 1.914.

detailed description of my invention.`

In the accompanying drawings, Figure l is a central vertical .section of an internal combustion engine embodying my improvements; Fig. 2 a horizontal section ther-cot` on the line B--B of Fig. l; Fig. 3 a detail View of the connecting rod of the engine; F g. 4 a section of the connecting rod on the line AMA of Fig. 3; Fig. 5 a central vertical section of t-lie engine piston at right angles to the section shown in Fig. 1; Fig. 6 a detail view of the collar employed as an abutment for each valve spring; Fig. 7 a

.detail view showing the application of said collar to a valve stem; Fig. 8 a scc-tion of the main crank shaft portion of the Yengine on the line Cf@ of Fig. I; Fig. 9a diagranin'iatic view shoii-'ing the relative positions of the parts at the end of the expansion stroke; Fig. 10 la siniilar'view of the parts at the end of the exhaust stroke.; Fig. 1l a similar view at the end of the suctionstroke;

Fig. l2 a similar view at the end of the compression stroke; and Fig. 1?' a diagram showing the path described by'. the center of the rotating end of the`connecting rod for a complete cycle.

I preferably accomplish the objects of my invention by connecting the end of the en gine connecting rod with an eccentric or auxiliary crank. device., which auxiliary crank is in turn rotatably mounted on the crank pin of theA main crank shaft. According to my invention means are provided for causing the auxiliary crank shaft to rotate about the main crank pin one half of a revolution for each Whole revolution of the main crank shaft. Preferably this is accomplished by providing an internal gear secured to the auxiliary crank and `meshing with a stationary gear having its axis common with the axis of the main crank shaft.

As shown in Fig. 1 of the drawings, the cylinder casing l of the internal combustion engine is provided with the usual water cooling space having an inlet port 6 and outlet port 7. Within the. cylinder l. is a piston chamber 3S containing the piston 33v tionaiav sour gear V10 is clamped in position when the crank casing fastened to the cylinder casing' and forms a bearing for one end ot the main crank sha't't 153. Said crank shaft is preferably supported on ball bearings, the hall liearing l1 at one end beingv secured in position by the crank and cylinder easings. and the other ball hearing 12 heinf:r set-,ared within the stationary gear l0. The connecting rod 22 is operatively attached to thel piston 83 'tlirough cross head 3l and oscillates on a ball bearing 30; The opposite end of the cminecting rod l2 is operatively connected to the crank pin 14 of the main crank shait through an eccentric or auxiliary crank 1T, preferably provided with a ball bearing. On one side of the eccentric 1T an inlet valve operating cam 15 and on the. opposite side thereof is an exhaust valve operating cam 1G, each cam preferably having a ball bearing support on the main crank shaft.

Preferably formed integrally with the cam 16 is an internal gear 19 meshing with the stationary gear lO and the cams l5 and 1C are secured to the eccentric 17 hy means of bolts 18.

The engine inlet and exhaust valves 754 and 35 are preferahlv mounted on the head of the piston 3?; and are proa'ided respectively with valve stems $39 and 13. On each valve stem is mount-ed a lspringr 'i1 tending to hold the valve closed, a slotted collar l-O being provided to lact as an abutmentel'or the-spring. The valve stem is also slotted on opposite sides so as to leave a thickness equal, to the width of the slot and the'collar is provided with an annular recess 1G o'l the same dian'ieter as lihe valve stem so that the collar may he slipped onto the valve stem at the slotted portion and then allor-'ed to drop in position with the round portion of the valve stem fitting within the recess of the collar. as shown in Fig. 7. For opetat-ingr the inlet and exhaust valves, a. valve rod E213 is mounted on each side ol'Y the connectingl rod ifi/2 in position to eng-.ige the projecting ends o'' the alve stems 3f) and l5. The piston endvolt the connecting rod is provided with a guide member 2f) havingr hearings within which the rods ift reciprocate. 'i he crank end ol' the comici-ting rod is also prmide-:l with a ,Q'uide member QS slotted to form fluide bearings for the oppo i site ends ot the valve rods 26. Said opposite. end of each valve rod i-` provided with jaws 25 between which is mounted a roller 28 on a pin 2l. The. rollers 2;; are adapted to engage the contact faces of the cams l5 and 1G and are maintained in contact therewith by means of springs 27 heli t'nder conpres sion between the guide members and the jaws 25. The can 15 is provided with a projecting portion 20 adapted to engage the end of the valve rod for the inlet valve 3l at the proper time to open same and the cam 1li provided with a projecting portion 31 adal'ited to engage the end oli' the valve rod tor the exhaust valve to open same at the desired time.

An inlet port 3 is provided in the cylinder easing l which supplies the combustible mixture to a chamber 3S in the piston 33 and as id chamber is open to the valve 34, when said valve lifts, the combustible mixture is admitted to the piston chamber 38. An exhaust outlet al is also provided which communicates with an exhaust chamber 37 contained in the piston 33 and upon opening the exa-aast valve 35, the piston chamber 38 is vented to the atmosphere. l

ln order to secure two revolutions of the main crank shaft for one of the auxiliary cranks, the pitch diameter of the internal gear l) is made equal to twice the diameter oi" he main crank circle and the pitch diameter of the stationary gear 10 is made equal to the diameter of the main crank circle. The internal gear 19 has a planetary movimieut about the stationary 'gear 10 and for every revolution of the main crank shaft the internal gear and its connected parts rotate one half of a revolution with respectto the axis et the internal gear.

In operation. assume the parts in the position :shown in thc diagram, Fig'. 11, a charge of combustible mixture having been dra u o into the piston chamber. Il' the parts rotate in the direction indicated by the -arrows, the main crank moves upwardly from the i ,ition shown in Fig. '1.1 to the position shown in Fig. 12. moves around the stationary gear 10 and with it the auxiliary crank 17 and while the main crank is making' approximately the halt revolution from the position shown in Fig'. 11 to the position shown in Fig. 12, the auxiliary crank makes one-fourth of a revo iution about its axis in the saine direction. 'the rharpje oteombustible mixture is now compressed intr1 the clearance space. shown iu hier li.. and the charge being ignited in the meal manner, the piston moves down' wai vll.` to the por-:itioi'i shown in Fig. i), the :nain crank inning mane substantially a complete revolution while the auxiliary crank has` only made one-half of a reVolution. ln this further movement of the main crank one-half a revolution. the auxiliary crank moves about itsfaxis another onefourth revolution and the parts assume. the

'position shown in Figi. 10, this stroke being the exhaust .stroke and the piston being shifted nearly to the cylinder head as shown. (ln the next stroke. the piston moves downwardly and a charge. of combustible. mixture is drawn in.v thus completing the cycle. The projectingv portion Q1 engages the valve rod of the exhaust valve every fourth er exhaust .stroke ot' the piston, as the auxiliary crank The internal gear 19 'i employed, within the scope of m makes only one revolution for two revolutions of the main crank shaft, Whilethe inlet valve 34 is opened by the engagementiof the projecting portion 20 of cam l5 on the suction stroke and on the other two strokes of the engine both valves are held closed.

In Fig. 13 is shown the path described by the lower end of the connecting rod, the same being in the form of a double loop marked D D and the circle C being the path of the crank pin 14 as it revolves about its center O. The lines connecting the circle C with the curve D D indicate different positions ofthe auxiliary crank.` T he distance S indicates the relative length suction stroke, the distance T the compression stroke, the distance U the expansion stroke, and the distance V the exhaust stroke.

It will be noted that the exhaust port 4 is so located that it is opened directly to the spaceabove the piston near the end of the expansion stroke, so that any gas in the cylinder above atmospheric pressure is permitted to escape before the opening of the exhaust valve, while on the shorter suction stroke the exhaust port is covered by the piston 33.

lVhen both the` inlet and exhaust valves are placed in the engine piston, it is evident that the outside diameter of each valve is limited to one-half the diameter of the pis ton and if larger valves'are necessary, as might be the case in a vervhigh speed engine,'one valve only, pre erably the inlet valve, may be placed in the piston While the exhaust valve is put in the cylinder head,

(lther forms of gear connections may be invention, but l consider the arrangement s own in the drawings as the preferable one and one which will operate with a minimum amount of friction. It will also `be obvious that other forms ot. auxiliary cranks may be enr ployed and that it is not necessary to use the specific construction illustrated in the drawings.

Having non' described my invention, what i claim new and desire to secure by Letters Patent, isi-f l. ln an internal combustion engine, the combination with a cylinder, a piston therein, and a main crank, of an auxiliary crank operatively connecting said main crank to said piston, a stationary gear, and an internal gear meshing with said stationary gear and having its pitch diameter twice the pitch diameter of the stationary gear, said vgears beingr operatively connected to said auxiliary crank for causing movement there of about its axis, i

L). ln an internal combustion engine, the combination with a cylinder, a piston there in, and a main crank, of an auxiliary crank operatively connecting said main crank to said piston, a stationary gear having a pitch l i l i l l i l 1 l l i l l l i i i i, i l l l l l i l i i :in auxiliary f* diameter equal to the diameter' of the circle described by the main crank, and an inter nal gear meshing with said stationary geaz' and having a pitch diameter twice the pitr';y diameter oi' the stationary gear, said intel nal gear being secured to the auxilia crank for causing one revolution of sa=k about its axis for two revolutions of i main crank.

In an internal combustion engine, combination with a cylinder, a piston the in, and a main crank, .if an auxiliary crany .mounted on the main crank, a valve cci trolling n port oprn: into the cylinti and means for opef y connecting auxiliary crank to `nl ,ziton and valuy l. lin an interna onwustion engine. combination within fiyli `ler, a piston l` in, and a main cra; it, f en auxiliary mounted on the niir i yank for ope' i' said piston, a valve ori* olling a port ing into the cylinrhV and means on through the movement of said au `i lcrank for controlling' said waive.

5. 'In an internal ccznlmstion ennui" combination with a rij-inde y in, a connecting rod main `crunk having 'i 1 i' mounted in said pl ai port opening in'lil sai i rvlin-J xr 'i un. iliary crank in' et zu sai in it r operating sai@` "r and f connecting piston 'wir rontrr t.

inlet iwf-:rt and an exhaus port to i il iin said linder and .flour ed on. said crank pin for opcratng said valves and also the piston connecting icd.

7. ln an internal combustion engine, the combination with. a cylinder, a piston therein, and a main crank having a crank pin, of a valve mounted in said piston for controlling a port opening into said cylinder, an auxiliary crank mounted on the main crank shaft for operating said piston, means for effecting a rotary movement of said auxiliary crank about its axis, and a cam member operatively connected to said auxiliary crank for operating said valve. i'

S. In an internal combustion engine, the combination with a cylinder, a piston thereim and a main crank having a crank pin, of a valve mounted in said piston for controlling a, port opening into said cylinder, an auxiliary crank mounted on the main crank shaft for operating said piston, means for eifecting a rotary movement of said aux iliary crank about its axis at the rate of one lrei-"elution While the main crank shaft carried by said auxiliary ing said vulve.

Si. In an internal combustion engine, the combination with a cylinder, a piston therein, und a main crank shaft, of a. valve in .mid piston for controlling a port opening into said cylinder, a. valve stem for Said vulve, u connecting rod operatively Connecting .said 11min crank shaft to said piston, a valve rml carried by :said connecting rod for operating Suid valve through said valve stein, und un auxiliary crank mounted mi said crunk shaft for operating said Valve rod.

l0. In an internal combustion engine, the cmnbinntion with a cylinder, u piston therein, und u main crank shaft, of an auxiliary crank for operatcrank mounted on Said ,main crank, 1.a. ii' meeting red for @pei tively ffnutiigw auxiliary ciink to said piston, :new a t rotating said auxiliary Crank about one-half a revolntinn 'for om. ze; the main crunk, n mire mounted t0n, a valve roti curriml rod. for operating; s mounted on sun? :iufmimy ing;r .said faire rml,

In trstimmiy 'wieereef In@ my hund.

VALTER

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