US1131369A - Internal-combustion motor. - Google Patents

Description

G. L. GRIFFITH. INTERNAL GOMBUSTION MOTOR. APPLIUATION Hmm JULY 1s. 190s. RBNBWBD H1B. s, 1915.

1,1 31,369, Patented Mar. 9, 1915.

4 SHEETS-SHEET 1V IMM/WI Gaggia L. Griffith.

G. L. GRIFFITH. INTERNAL COMBUSTION MOTOR. APPLICATION FILED JULY 13. 1908. RBNBWBD PEB. 3, 1915.

G. L. GRIFFITH.

INTERNAL GOMBUSTION MOTOR. APPLICATION FILED JULY 13. 1908. RBNBWED FE11S. 1915.

Eentje L. Griffith.

G. L. GRIFFITH. INTERNAL COMBUSTION- MOTOR. APPLIGATION FILED JULY 13.1908. RBNBWBD PBB.3,1915.

1,131,369. Patented M1119, 1915.

4 SHEETSWSHEET -l /NVE/vm/ Gemqa L. Griffith.

` l AUNH W/TNESSES GEORGE L. GRIFFITH, OF NEW YORK, N. Y.

INTERNAL-COMBUSTION MOTOR.

intenses. A

Application led July 13,

To all whom it may concern.'

Be it known that l, GEORGE L. GRI'FFITH, a citizen of the United States, residing at New York, in the county of New York and State of New York, have invented certain new and usefull Improvements in Internal- Combustion Motors, of which the following is a specification.

My invention relates to engines or motors and particularly of the internal combustion tv e. uvsiid, such as air with gas, oil or alcohol.

There are today two general types of 1nternal combustion engines known as the two cycle and the four cycle types. laeh has .its own advantages'. For a given size of cylinder more power can be developed v1n a rtwo cycle operation than in a four cycle: Ihe construction of thetwo cycle motor 1s also more simple in some respects. llt has been customary however, in the two cycle motor to utilize the crank casing as a compression chamber and this introduces other ditiiculties and losses. llt is my desire to prevent such losses and overcome the difiiculties inherent in the usual two cycle motor and also provide a maximum propulsion effort for a given weight of motor.

The preferred method of carrying out the invention will be found more fully descrlbed hereinafter and illustrated in the accompanying four sheets of drawings.

The simplest construction which ll have thus far perfected for the purpose of the invention comprises a cylinder with a compression chamber at one end and anexplosion chamber at the other end and a piston, working in the cylinder. The explosive mixture is drawn into the compression chamber through a puppet valve by suction. The lower cylinder head is supported inside the piston and the ports in the piston and cylinder register at the lower end of the stroke to permit the compressed vcharge to pass to the explosion chamber. Preferably a puppet valve prevents back flow of the charge. Into the explosion chamber the compressed mixture rushes and drives out `the products of combustion of the previous charge. As the piston rises, the exhaust port is closed and the charge is again compressed. At the top of the stroke ignition takes place. One working stroke thus occurs at each revolution of the crank shaft.

-Any number of cylinders may be used.

The invention is in' fact especially adapted Specicaton of Letters Patent.

Any combustible mixture may bcl der Patented Mar. 9, 1915..

1908, Serial No. 443,223. Renewed February 3, 1915. Serial No. 5,973.

.any suitable type which may be regulated and controlled as desired. So also any method of lubrication and of carbureting may be employed.

Figure l is a side elevation and partial section of a four cylinder motor embodying the improvements of my invention. Fig. is a vertical section of a single cylinder taken on a plane at right angles to the section of Fig. 1, the piston being in about the middle of its stroke. Fig. 3 is a similarl fragmentary section, the piston being at the top of the stroke at the time of ignition. Fig. et is a similar fragmentary section,. the piston being at the bottom ot its stroke at the time of admission and exhaust. lfig. 5 is a side view of the lower cylinder head removed. Fig. 6 is a horizontal section on the plane of the line X X Fig. 2, the piston being down and showing the ports through the piston and cylinder.

'lhe construction shown in Fig. l is a four cylinder motor, the cylinders l, 2, 3 and fl- -being arranged in pairs mounted on the 'end which carries the connecting pin l2.

'lhe piston head 13 is thus rcciprocated between the upper cylinder head 14 and the lower cylinder head 15. rl`he lower cylinder head l5 is supported by a rod or rods such as 1G and 1T which are carried by lugs 18 and 19 which project from the frame.-

'lhe mixture of gas and air is admitted to the chamber 20 beneath the piston head through the valve 21 and supply pipe 22 when the piston is on the up stroke. 0n the down stroke the mixture is compressed in chamber 20 until the port '23 in the piston wall registers with the port Q4 in the cylinwall. The compressed charge then rushes past the valve- 25, through the passage 26 and the port 27 at the top of the cylinder into the combustion chamber 28. At this instant the piston is down and the exhaust I g transfer port 23 is a port 29 is open so thatthe inrushing charge drives the spent gasesfrom the last explosion ont of the chamber 28. On the next up stroke the charge is again compressed in chamber 28. At the proper moment at or near the top of the stroke the charge is ignited by a suitable device such as igniter 30.

It should be understood that the type of valves such as 21 and 25 is unimportant. The transfer of the compressed mixture through the ports 23 and 21 is controlled solely by the piston. So also the exhaust through port 29 depends only on the piston. The inside and outside of the piston are both finished and packing provided as at 31 and 32 of a suitable type so as to afford a good fit without undue friction. Preferably the 'short distance below the head 13 and the lower cylinder head is cut away as at 33 so as to permit a compact arrangement of the parts. By the ordinary method of circuit breaker control the spark can be shifted so that the motor may be run in either direction at will and no reversing transmission gear is necessary on a multiple cylinder motor.

The size of the lower compression chamber 20 may be varied for instance by using longer` or shorter rods in place of rods 16 and 17 and thus raising or lowering the lower cylinder head 15 so as to change the compression and increase or diminish the power developed.

I wish it understood that the drawings are illustrative only and that the exact propor tionsand arrangements shown are not essential to the spirit of my invention, the scope of which I have set forth in the claim.

The effect of the method of compression is that the engine runssmoothly and there being no cams or exposed valve mechanism the noisy pounding of the four cycle engine is dispensed with and greater efficiency than with the ordinary two cycle type is obtained. For an engine of the same bore and stroke luy invention develops greater power than either an ordinary two or four cycle engine.

The construction is simple so that the cost is very low. It is particularly adapted to motor vehicles such as cars and boats. A four cylinder motor of my invention equals an eight cylinder motor of the four cycle type in power and runs more quietly. No mechanically actuated valves are necessary and hence what is ordinarily a source of increasing annoyance is eliminated. i

What I claim is:

A two cycle internal combustion engine comprising an engine cylinder closed at one end, a hollow piston within the cylinder, a fixed head in the cylinder disposed beneath the head of the piston and cooperating with the inside wall of the piston to form a compression chamber inside the piston, a fuel supply pipe extending up inside the ,cylinder and piston and connected with the internal cylinder head, a valve carried by the internal cylinder head and openin into the compression chamber to admit nel thereinto, the cylinder having a. transfer passage extending from the compression chamber beneath the piston into the upper portion of the cylinder above the piston therein, a valve arranged to prevent reverse flow through the transfer passage back to the compression chamber, and the piston having a port therein arranged to register with the transfer passage in the cylinder whereby t0 provide communication between the compression chamber and the' transfer passage.

. GEORGE L. GRIFFITH.

'itnesses RICHARD W. Holman, Rolrr. S. ALLYN.

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