US1140292A

US1140292A - Internal-combustion engine.

Info

Publication number: US1140292A
Application number: US80005713A
Authority: US
Inventors: Frank A Sharpneck
Original assignee: LEE O GILLILAND
Current assignee: LEE O GILLILAND
Priority date: 1913-11-10
Filing date: 1913-11-10
Publication date: 1915-05-18
Anticipated expiration: 1932-05-18

Description

Km 1 m a M 005 a 1 Z 4m 3. WWW T N, A E 5 1 mm a y m MB 6 LI; a P W/ W 4 L a1 [NH mmm G I Mm .nwmw 7 L N VATMH C0 Mmm W W ARI. HUM mm A W Ch AL w w S v 2 a O m d H W J a 1 W TED STAS PATENT OFFICE.

' rrhnxe. snenrnnex AND LEE 0. autumn, of omcaso, rumors; sem snenrnncx assreuoa r sen) cinnzmnn INTERNAL-COMBUSTION ENGINE.

bad to the accompanyin drawings, which form a part of this speci cation..

.,Our invention has ior its principal ob= Mject, to produce an internal combustion en glue in which the piston shall receive a plurality of'successive power impulsesso as to .give a more uniform pressure throughout the workingstroke than in the ordinary engine.

A further object of our invention is to produce a novel form of internal'oombus tion engine which shall be simple and compact. in construction and be capable of pro ducing great power.

The various features of novelty whereby our invention is characterized will hereinafter be pointed outwith particularity in the claim; but tor a full understanding of 80 our inventionvand -of its objects and advantages, reference may be hadto the following detailed description takeu'm connection with the accompanying drawings, wherein:

Figure 1 is a'scction taken atright. angles to the axis of an engine arranged in accordance with one form of our invention, the section being taken approximately on line 1--1 pfiEigeG; Fig.2 is a section on line.-2--2 of Fig. 1; Fig. 3 he side view of the intake=- casting with the cover removed; Fig. i is a detail showing the circuit I Fig. 5 is aview looking toward the left from the left hand side of Fig. 4; 6 is a section taken approximately on line 6-6 of Fig. 1; and Fig. 7 is a section taken up proximately on line 7-.7 of Fig. 6.-

In the drawings we have illustrated our invention as embodied in a double acting Y engine having a stationary casing and a rotary crankshaft. It will of course be understood that our invention is not limited to this particular form of engine but may be embodied in any other desired type.

Referring to the drawings, 1 is a closed 56 casing substantially cylindrical in form and plane a-t-right: angles to its axis and having through openings,

closing device;

.opens a supply Patented May 18,. 191 5.

Application-filed lagvepiber 10, 1918. 56131801300957.

having on-one side a flange, 2, to form the supporting base. The casing may convenientlybe' made in two halvesclivided on a suitable engaging flanges which may be fas- 60 toned together by studs .or bolts, 4.- The walls,.both-the-cylindnieal walls and the end walls, of the casing are made hollow so as to, provide a series of chambers separated from each-other. The interior of the casing c5 is bored: outhso-as to form the cylinder, 5,, of an-enginei- One ofthe chambers, 6, ex tends throughout the entire length of the cylinder and communicates at opposite ends with the opposite ends Off the

cylinder

7 and 8. Another cham ber,9', on the opposite side of the casing communicates with the, interior of the cyl inder through ports, 10'and 11, spaced apart from-the ends of the cylinder and closed by 76 suitable outwardly opening check valves, 12; A third-1 chamber, 13, arranged preferably just beside the chamber 6 and having no communication with the latter chamber, v communicates with the interior of the cylinder through ports, 14 and 15, entering the cylinders between, the ends and the trans' verse planes.- passing through the ports 10' y and 1.1. The remaining chambers, 16 and 17, serve to contain water or any other suitable coelingmeans which will keep the walls and hardest-the cylinder cool. ljlxtendingtransversely through the eylin derflmidwoyi between-the ends thereof is a crankshaft, 20.; In-the'opposite ends of the cylinder are pistons, 21 and22, respectively,- each being connected to the crank shaft by wimitable coxmectinpr vrodt, 23c The parts arepreferably so proportioned that the diameter of the pistonsis,greater than the length of stroke so as to permit the structure to be made short and'compact. Each of the

chambers

6 and 13 is provided with an inlet yalve, 25, through which a combustible charge may be drawn. In the arrangement shown, the two valves 25 are arranged in a single casing, 26, into which pipe, 27, thus permitting both of the

chambers

6 and 13 to be supplied with acombustible mixture through a single ipe. In the chamber 26 there is also a suitable exhaust valve, 30, adapted to be actuated by a cam lever mechanism, 31, driven. in any suitable-way from the crankshaft'so as to cause the valve to be opened when the pistons approach the ends of their exhaust strokes. The chamber 6'is provided with a spark plug, 35, or other suitable igniting device and, if desired a similar device may be em loyed in connection with the chamber 13. he current to the ignition device or devices may be controlled by any suitable .timing mechanism illustrated conventionally at 36. The chamber 9 opens to atmosphere through a port, 37 which may lead directly to atmosphere or to a suitable exhaust pipe.

The operation is as follows: Assuming the pistons to be moving toward each other on a suction stroke, the combustible mixture will be drawn into both the chambers 6 and pass the

ports

14 and 15 and thereafter only 13 and will pass through the

ports

7, 8, 14: and 15 into the cylinders. On the return stroke of the pistons the charge in the cham ber 13 will be compressed until the pistons that portion of the charge contained in the cylinder and in the chamber 6 will be compressed. As the pistons start on their re turn stroke, or working stroke, the compressed charge in the chamber 6 will be fired and give a power impulse to the pistons. When the pistons uncover the

ports

14 and 15, the charge contained in the chamber 13 will be ignited by the hot gases in the cylinder and a second power impulse will be given to the pistons. We have found that the ignition of the auxiliary charge -by the hot gases in the cylinder actually takes place and therefore no independent igniting device need be placed in the chamber 13, un-

and 11 are uncovered and the combustion gases are exhausted through these ports. The relief valve, 30, is now opened so that upon the exhaust stroke of the pistons,

the combustion gases remainingzin the eyl: inder are forced out through. the valve 30. On the next stroke, which is the suction stroke, the cycle will begin to repeat itself.

While we have illustrated and described only a single successful form of engine embodying our invention and one in which only two successive power impulses are given to a piston, we do not desire to limit ourselves to any particular form of engine' or to any partlcular number of successlve power impulses; but intend to cover all iconstituting In an internal combustion engine, a. cylinder and a pistonreciprocable relative to each other, a combustion chamber in open counnunication with the compression end of the cylinder, a second combustion chamber shut off entirely from the first combustion chamber having a passage leading into the cylinder at such a point that it would be covered bythe piston when the latter is at the beginning of its Working stroke and be uncovered by the piston after the latter has partially completed its working stroke, means for admitting a combustible mixture directly into each of said chambers, and means for igniting the combustible mixture in each of the combustion chambers.-

In testimony whereof, We sign this speci fication in the presence of two witnesses.

' FRANK A. SHARPNEOK.-

LEE 0. GILLILAND.

Witnesses:

WM..F. FREUDENREIC-H, 1 Burn E ZETTERVALL.