US1144433A - Internal-combustion engine. - Google Patents

Description

A. L. RIKER.

INTERNAL comsusnow ENGlNE.

APPLICATION FILED AUG. 13, I909.

Patented J 11110 29, 191-}.

3 SHEETS-SHEET 1.

wiimsses A. L. RIKER.

INTERNAL COMBUSTION ENGINE. APPLICATION FILED AUG. 13. 1909.

1,144,433. Patented June 29, 1915.

3 SHEETS-SHEET 2.

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A. L. RIKER.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED AUG. 13, 1909.

Patented June 29, 1915.

L144A33N,

3 SHEETS-SHEET 3.

PATENT @FldllCE ANDREW L BIKER, OLE WIDGEPOBT, CONNECTICUT, ASSIGNOR TO THE LOGOMOBILE. COMPANY OFAMERICA, OE NEW=YORK N. Y., A CORPORATION OF WEST VIRGINIA.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented June 29, 11915.

Application filedaltug-ust 13, 1909. Serial No. 512,665.

citizen of the UnitedStates,.and a residentof Bridgeport,.in the. county of Fairfield and State of Connecticut, have inventedan Improvement in Internal-Combustion gines, of which the following description, in connection with the accompanyingdrawings, is a specification, like letters on the drawings representing like parts.

This invention relates to internal comtmstion engines, consisting in improvements both in the operation and construction of such engine.

The invention will be best understood by reference to the following description when taken in connection with the accompanying illustration of one specific embodiment thereof, while its scopewill be more par ticularlypointed out in the appended claims.

In the drawings; Figure 1 is a vertical sectional elevation taken through a-cylinder and the crank case of amultiple cylinder engine embodying one form of the invention; Fig. 2 is a side elevation, partly in section, .showingthe fuel vaporizing and'controlling apparatus and its connection to the engine admission passages; Fig.- 3' is asectional side elevation taken on the line 33 in Fig.- 2, showing the vaporizer;'and'Fi gs-. 4, 5, 6 and 7 are sectional diagrams showing diflerent positions of an engine piston and its controlling valie'.

' Referring to the-drawings-and to the embodiment of my invention therein selected for illustrative purposes, I have there shown the construction of one cylinder of a four cylinder engine. This engineis illustrated as of a size and form'suitable. for automobile use, but it is thus shown for illustrative purposes only, my invention being independent of the size or type of engine employed, and also independent of its utilization in an engine having either a single cylinder or a plurality of cylinders.

The engine is shown as supportedupon the crank casing 1 inw-hich is suitably journaled the engine crank shaft 2 having a crank and crank pin connection to the. piston rod 3, which latter has a trunk connection to the piston 4. The pistonisadapted tov reciprocate Within a suitable upright cylmeter 5, the latter herein shown as surrounded by the usual Water jacket 6 and having its end closed byan appropriately shaped head 7, into which latter is fitted a plug 8-forming part of the ignition apparatus. The latter may be of any suitable nature, but herein is of-the jump spark type having electric connections 9 tea suitable high potential force of current.

While my invention as to certain of its features is not limited to the. type of en gine employed, the particular form of engine shown is constructed to operate upon the Otto or four cycle principle, and presents various features of novelty in its mode of'operation, particularly in respcctto the introduction of the fuel charged air into the working cylinderof the engine. Designed tocoiiperate particularly with this type of engine, but having also useful application to engines whichiare functionally and constructionally quite different from the one described,there are provided various constructional features of novelty, particularly in respect to the arrangement of cylinder ports, the controlling valve or valves and the o crating parts therefor.

Re erring to Fig. 1, both the admission of fuel mixture to the cylinder and the exhaustof' the-spent gases therefrom is controlled by means of asleeve valve 10 arranged concentrieally-with and between the Walls of the .reci-procatory piston 4 and those of its cylinder 5. This sleeve valve is reciprocatedand suitably timed with reference to the movements of the piston through the connection of-its lower end to a connecting rod 11, which latter is connected to the valveopera-tin-g crank-shaft 12. The valve crankshaft is preferably driven :it one half the speed-of'the engine crank shaft 2 by means of intermeshing gear; indicated respectively {11:13 and 14. The lower end of the sleeve is open and-projects below the bottom of the cylinder While the upper part is constructed to slide betweenthe cylinder walls and the Walls of the cylinder head 7, which latter is provided with appropriate packing devices at 15'. For the lubrication of the valve,

the 0nd of the latter is caused to project into a lubricating chamber 16 suitably supplied with lubricant through the feed pipe 17*.

While in respect to certain features of my invention, the particular port arrangement as related to the operation of the engine is immaterial herein, for certain purposes, hereinafter referred to, I have so arranged the admission port that admission takes place near the forward end of the cylinder through an appropriate admission space 17 the latter preferably encircling the cylinder. At an appropriate time in the movement of the sleeve the admission space 17 is opened to an admission port or ports 18 formed circumferentially in the valve sleeve 10, so that, when the port is simultaneously uncovered by the piston, the fuelcharged air from-the fuel vaporizing device 19 is supplied to the cylinder through the intermediate fuel supply passages 20.

In order to secure a quick admission, the port 18 is rendered effective for substantially its entire circumferential extent, being preferably formed in diametrically opposite portions of the sleeve and as shown in Fig. 1 extending entirely around the sleeve except where it is interrupted by the sleeve portions 20 which are obtained only to preserve mechanical continuity of the sleeve.

For the exhaust of the spent gases, the cylinder is provided with an exhaust space 21, which, like the admission space 17 encircles the entire circumferential extent of the valve sleeve. The sleeve in turn is provided with an exhaust port or ports 22 of suitable extent and, like the admission port 18, preferably opening through the sleeve for substantially the entire effective circumferential extent thereof, so that, when the sleeve is depressed to such position as to conneet the exhaust space 21- with the interior of the sleeve, the gases may pass out from behind the piston in all directions and discharge through the exhaust space and the connecting, double exhaust, muffle pipes 23, which are provided with large and substantial cross sectional area. As herein constructed, the lower edge 24 of the reentrant cylinder head forms the eflective edge of the cylinder exhaust port, the exhaust remaining closed until the lower edge of the valve port 22 is depressed below the edge 24 of the cylinder head. It will be seen that the described port construction leaves the valve in a condition of substantial balance both in relation to the admission and exhaust, while a combustion chamber theoretically, perfect is secured having no pocket, a minimum of surface for a given volume and a concave clearance space provided by the head 7 which space may be of any size desired by the designer.

Referring now to Figs. 4 to 7 inclusive and to the mode of operation of the engine, it will be observed that the latter presents certain advantageous features which in many respects are independent of the detail construction of-valves, ports or other disclosed parts of the engine. Starting with the piston at the dead center and just beginning the power or first down stroke, as shown in Fig. 4, the sleeve valve then assumes the position there shown with the exhaust port 22 closed and the admission port 18 communicating with the cylinder admission space 17 but covered by the piston. At this time the piston is moving slowly, but the sleeve relatively fast. Preferably at the described stage, and at approximately the top center position shown, the fuel mixture is fired by the sparking device in the end of the head. This drives the piston down on its power stroke from the position shown in Fig. 1 to that shown in Fig. 5. Near the end of the downward power stroke the sleeve valve reaches a sufficiently depressed position to open the working chamber to the exhaust space 21. At this point, the sleeve is still moving rapidly and the piston again moving slowly, so that although this may be made to occur quite late in the power stroke, the full effective area of the exhaust port is quickly availed of immediately following the completion of the power stroke. During this movement of the piston, the position of the sleeve is such that the piston cannot uncover the admission port 18 even in its lowermost position. Having completed the power strokethe piston commences its exhaust return stroke, moving from the position shown in Fig.- 5 to that shown in Fig. 6. During this piston movement, the sleeve moves very slowly, maintainin the exhaust port open for the expulsion 0 the gases until the end of the exhaust stroke. At the close of the. exhaust stroke (see Fig. 6), the sleeve has again acquired a rapidmovement while the piston is again moving slowly, so that the exhaust port is closed at substantially the top center position of the crank. 'As the piston starts on the 'nextflforward or ehargingstroke, it moves to the position shown in Fig.7 During the major portion of this movement, the explosion chamber is entirely closed, so that during its forward movement the piston acts .as a vacuum pump. creating apartial vacmin in the explosion chamber. v.Atthe same time, the sleeve valve is moving rapidly in the opposite direction, .so that near, the end of the forward piston movement the admiss sion port 18, which has already moved back into registration with the admission space 17, is uncovered by thepiston and the fuelcharged air-is forcedinto the working chamber of the engine-through the admission space and the circumferential valve ports under the pressure difference. existing ,be-

tween the partial vacuum in the Working chamber and the external air.

Owing to the large, available, cross sectional area of the admission port and the fact that the parts may be so adjusted as to maintain the ad-mission'portop'en for a prolonged interval, herein corresponding to approximately 100 of engine cran shaft travel, the working chamber will receive an adequate charge of fuel mixture, even though the charging operation is delayed until approximately the forward end of the piston'stroke. Irrespective, however, of these constructional characteristics, the. fact that the explosive mixture is delivered into the working chamber at a material and substantial initial pressure different enforces an almost instantaneous charging of the chamber with the mixture as soon as the admission port is opened. The vacuum-caused pressure di'f ference produced by the descent of the piston for charging the chamber may be varied by design within wide limits, the particular initial pressure secured in the described form of engine being approximately ten pounds per square inch, resulting from the production of about two thirds of a total vacuum.

An important advantage lies in the fact that the charging pressure produced by the vacuum-creating movement of the piston is substantially the same under varying conditions of engine speed, for, the admission port being always opened at the same point in the travel of the piston, substantially the same vacuum is always produced, whether the engine is running fast or slow, and the pressure at which the engine is charged and at which the air is forced through the fuel aporizer is therefore substantially the same for all speeds of the engine.

In the ordinary four cycle engines, Where the fuel enters the working chamber with and during the suction movement of the pis ton, the entrance velocity of the fuel vapor is dependent chiefly on the linear travel of the piston. lVith such an engine subject to wide speed variations, not only is the engine charged under quite difierent conditions for different speeds, but the widely varying velocity of the air renders diflieult theeflieient vaporization of the fuel at the vaporizer. Perfect carburation is only accomplished under substantially constant conditions of air velocity through the vaporizer, and to correct for the usual varying velocity of the air, it is customary to provide the ordinary engine with automatic air valve or other correcting devices to offset the varying suetions due to changes in engine speed". iVith the engine herein described, where a constant charging pressure is provided, not only may the desirable condition of a high air velocity through the carburetor be main tained, since the initial charging pressure occasioned by the vacuum is materially hi'g'l'ier than that secured by the ordinary process of suction, but substantially the same velocity of air is always had past the atomizing nozzle of the carburetor, so that a carbureter elementary in form may me employed and substantially ideal conditions of carburation secured irrespective of engine speed.

Referring to the carbureter 15) shown in Figs. 2 and 3, it will be seen that this may be reduced to an extremely simple but quite eiiicient form. As shown in Fig. 2, a pan of the admission pipes 20 are provided, one connecting with the admission spaces of each pair of engines, 'and'these communicate with a branched pipe 25 into which is drawn the vaporized fuel from the underlying vaporizer 19. The latter is provided with a float chamber 27 having the annular float 9S arranged concentrically about the delivery or atomiziug passage 29. The passage 29 has arranged with it the upright atomizing nozzle 30, the bore of which communicates through the chamber 21 and the passage 32 with the float chamber 27. Volatile liquid fuel is supplied to the float chamber from any suitable source of supply through the chamber 33, perforated sleeve and the orifice 35, the latter controlled by the needle valve 36. The valve is connected to be controlled by the float 28 through the float arm 37 and may also be manually controlled for starting by means of the externally accessible actu ating rod 37. Liquid fuel passing through the atomizing nozzle and controlled by the float in the usual manner is vaporized by the air drawn past the nozzle through the air orifices 38 under the vacuum-produced charging pressure of the engine.

Any suitable control may be provided for the engine, but herein the same embodied in a pair of controlling throttles 39, one being providedtor each admission pipe :0 and each pair of cylinders and controlling simultaneously the fuel vapor from the vaporizer and the auxiliary air supply. In the form herein shown; the throttle is in. the form of a cup shaped sleeve slidably mounted in the casing 4-0, the latter provided with auxiliary air openings -l-l adapted to register with similar ()l'iOlIlllQS 42 in the sides of the throttle. The inner end 4? of the easing-is slidably seated in the admission pipe and is provided with circiuul'ercntial ports 4% which afford the only commuuication between the admission pipe 20 and the branched pipe 25' leading from the vaporizer. lVith the throttle wide open as shown in Fig. 2, the full area of the ports H may be availed of for the vaporized fuel, as well as the fuel area of the ports 4-1 for the auxiliary air. The throttle has a depending stem 45 jointed (see Fig. 1) to an arm 46 attached to a rock shaft 47. The rock shaft is normally turned to hold the valves in full open position by means of the springs 48, but may be turned simultaneously to close the valve more or less by means of the controlling lever 49. It will be seen that as the valve is closed, it serves not only to close the fuel vapor' ports a4, but to close proportionately the auxiliary air ports 41.

Referring again to the movement of the engine piston and the valve, it will be noted that the admission port 17 is opened only on each alternate or charging stroke of the piston. On the power stroke of the piston, the port remains closed as shown in Fig. 5, so that no chance is afforded of igniting the supply fuel in the admission space. When the piston starts on its return or compression stroke, the admission port 18 is soon closed and the charge compressed in the'usual manner.

It is also to be understood that, while, in many of these broad aspects, my invention is not limited to the details of construction,

of the particular form or arrangement of parts herein shown, nevertheless the described form of engine embodiesmany constructional features in the'valves, ports and other elements which likewise are independent of the operation of this particular engine and may be usefully embodied in engines of other and well-known types.

While for the purposes of illustrating one concrete embodiment of my invention, I have herein shown an engine of ascertain type and equip ed with certain constructional features, it is to be understood that not only-is my invention limited neither to the particular-details of construction shown nor to the mode of operation of the engine hereindescribed, but that wide deviations from the embodiment herein disclosed may be made without departing from the spirit of my invention.

Claims:

1. In an internal combustion engine, the combination with a cylinder of a piston, an admission port formed in the walls of said cylinder, a sleeve admission valve concentric with the piston and arranged directly upon the cylinder to control said cylinder port, and means for maintaining said admission valve closed during the suction movement of the piston but for opening the same after the creation of a substantial vacuum caused by the suction movement thereof.

2. A four-cycle internal combustion engine having in combination a cylinder provided with admission and exhaust ports, a piston, a slide valve arranged concentrically with the cylinder, means for firing a charge in the space between the piston and the end of the cylinder, and means for moving said slidelvalve to open the exhaust port on one inward piston stroke and the admission port on the next outward piston stroke but not until near the end thereof and close both said ports on the two succeeding piston strokes.

3. In a four-cycle internal combustion engine, the combination with a cylinder having a closed end and provided with exhaust passages having port openings upon the opposite sides of the cylinder, said cylinder having also an admission port, means for firing a charge in the space between the closed end of the cylinder and the piston, means for opening said exhaust ports on one inward stroke of the piston and the admission ort on the next succeeding outward stroke 0 the piston but only after the creation of a substantial vacuum and for closing both said ports on the two succeeding piston strokes of the same cycle.

4. In a four-cycle internal combustion engine, the combination with a cylinder havmg a closed end, said cylinder having an exhaust port extending substantially around the entire circumferential extent of the cylinder andhaving also an admission port, a piston, means for firing a charge between the piston and the end of the cylinder, means for openin the exhaust port on one forward stroke of t e piston and the admission port on the next succeeding inward stroke but only after the creation of a substantial vacuum and for closing both said ports on the two succeeding piston strokes.

5. In a four-cycle internal combustion engine, the combination with a cylinder and piston, said cylinder having admission and exhaust ports of a slide valve between the piston and cylinder, means for firing a charge between the piston and the end of the cylinder and means for moving said slide valve to open the exhaust on one outward stroke of the piston and the admission on the next inward stroke of the piston, but only after the creation of a substantial vacuum while closing both admission and exhaust on the next two succeeding strokes of the piston.

6. In an internal combustion engine, the combination with a cylinder and piston, of a slide valve concentric with the piston havingan admission port opening into the cylinder uncovered by the piston only near the end of the charging stroke of the latter.

7. In an internal combustion engine, the combination with a cylinder and piston, of a sleevevalve concentrically arranged between the piston and cylinder, said valve being provided with an admission port near its forward end and an exhaust port near its rear end, the former being adapted to open said cylinder to the fuel mixture near the completion of the forward stroke of the piston after the formation of a substantial vacuum.

8. In a four-cycle internal combustion engine, the combination with a cylinder and a.

nuance piston or means for firing a charge between the piston and the closing end of the cylinder, said cylinder being provided with admission and exhaust ports arranged at different points lengthwise the same, slide valve means for controlling both said admission and exhaust ports, and means for moving said slide valve means to open said admission and exhaust ports respectively on succeeding piston strokes and to close the same on the next two succeeding piston strokes, said admission port being opened only after the formation of a substantial vacuum by the piston on its suction stroke.

9, An internal combustion engine having a cylinder, and piston, and a sleeve valve concentric with the piston, said valve being adapted to open the cylinder to the fuel mixture near the completion of the forward stroke of the piston.

10. In an internal combustion engine, the combination with a cylinder having inlet and exhaust ports, a slide valve arranged directly upon said cylinder to directly control said admission port, and means for moving said slide valve to open the cyllnder to the admission only near the end of the admission stroke and after the formation of a substantial vacuum by the piston.

11. In an internal combustion engine, the combination with a cylinder having inlet and exhaust ports, slide valve means arranged directly upon said cylinder to directly control said admission and exhaust ports, actuatlng means for said slide valve means whereby said ports remain closed during the compression stroke and until substantially the end ofthe explosion stroke and whereby the exhaust port remains closed during the ad-. mission stroke and whereby said admission port is opened near. the end only of the admission stroke. a

12. In an internal combustion engine, the combination with a cylinder, admission and exhaust ports therein, a piston, a slide valve concentric with the piston and arranged directly upon said cylinder to directly control said admission port, and means to move said valve to admit a charge to said cylinder only after the creation of a substantial vacuum by thepiston.

13. In a internal combustion engine, the combination with a cylinder having inlet and exhaust ports, of a, piston, a slide valve concentric with the piston and arranged directly upon the cylinder to directly control said admission and exhaust ports, and means .for moving said valve whereby said ports 14:. In an internal combustion engine, the combination with a cylinder having inlet and exhaust ports, said admission port being arranged in the forward end of the cylinder, a slide valve concentric with the piston and arranged uponthe cylinder to directly control said admission port, said admission port being adapted to be covered by said piston except whennear the forward end of its stroke, and means for moving said valve to open said port only after the formation of a. substantial vacuum by said piston on its forward stroke.

15. In four cycle internal combustion engines, in combination, a piston; a main crank shaft; a connecting rod connecting said piston and said crank shaft; a cylinder having exhaust ports in its upper portion, and having intake ports in its lower portion; a sleeve fitting closely within said cylinder and outside of said piston, and free to move to a limited extent up and down with relation to said cylinder, said sleeve having' exhaust ports in its upper portion (said ports registering in plan with saidv exhaust ports in said cylinder), and having intake ports in its lower portion (said intake ports registering in plan with said intake ports in said cylinder); a gear wheel; a gear connecting rod connecting said gear wheel to said sleeve; a pinion of one half the diameter of said gear wheel, and meshed into said gear wheel, said pinion being fixed to and concentric with said main crank shaft; said crank shaft, pinion, gear wheel, gear connecting rod, sleeve, piston and connectmg rod all cooperating whereby all of said ports are closed during the compression stroke and until almost the bottom of the explosion stroke, and whereby said exhaust 1 5 ports remain closed duringthe intake stroke,

and whereby said intake ports open near the bottom of said intake stroke.

16. In four cycle internal combustion engines, in combination. a piston; a main crank shaft; a connecting rod connecting said piston and said crank shaft; a cylinder having exhaust ports in its upper portion, and having intake ports in its lower portion; a sleeve fitting closely within said 1'1 cylinder and outside of said piston, and free to move to a limited extent up and down with relation to said cylinder, said sleeve having exhaust ports in its upper portion (said ports registering in plan with said exhaust ports in said cylinder), and having intake ports in its lower portion (said intake ports registering in plan with said intake ports in said cylinder); means for moving said sleeve to a limited degree up and down 12 in said cylinder; said crank shaft, sleeve, moving means, piston and connecting rod all cooperating whereby all of said ports are closed during the compression stroke and until almost the bottom of the explosion we stroke, and whereby said exhaust ports rename. to this specification, in the presence main oen guringdthe ekilitire exhaust stroke, of two subscribing witnesses. an w 1ere y sai ex aust orts remain closed during the intake strok and where- ANDREW BIKER by said intake ports open near the bottom Witnesses: of said intake stroke. WM. S. TEEL, Jr.,

In testimony whereof, I have signed my R. M. YOUNG.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. O."

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