US1159787A - Internal-combustion engine. - Google Patents

Description

F. NELSON, DECD. B. n. NELSON, ADMINISTRATRIX.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JUNE 19, I9II- I 1,159,787. Patented Nov. 9, 1915.

3 SHEETSSHEET I- COLUMBIA PLANOURAIH CO.,\VASHINGTON. u, c

F. NELSON, DECD.

B. D. NELSON, ADMIIIISTRATRIX. INTERNAL COMBUSTION ENGINE. APPLICATION FILED JUNE 19. I9II. 1,159,787. Patented Nov. 9, 1915.

12 3 SHEETS-SHEET 2- EIIIK COLUMBIA PLANOGRAPH C04. WASHINGTON. D, c.

F. NELSON, DECD.

B. D. NELSON, ADMINISTRATRIX.

INTERNAL COMBUSTION ENGINE.

Patented Nov. 9, 1915.

3 SHEETS-SHEET 3.

APPLICATION FILED JUNE I9. 19H.

VV/T/VESSES I ATT'K COLUMBIA PLANOGRAPH CO WASHINGTO-N. u. c.

- the greatest explosive power.

V UNITED STATES PATENT OFFICE.

FORREST NEnsoN, or BOSTON, MAssAcn sE'rrs; BESSIE n. NELSON, or nos'roiv;

MASSACHUSETTS, ADMINIS TRIX or SAID FORREST' NELSQN, DECEASED.

INTERNAL-COMBUSTION ENGINE.

Application filed June 19, 1911.

Toall whom it may concern Be it known that I, FORREST NELSON, a

citizen of the United States, residing at Boston, county of Suffolk Commonwealth of Massachusetts, have invented certain new and useful Improvements in Internal-CombustionEngines, of which the following is a specification. I

v This invention relates to internal combustion engines and particularly to a hydrocarbon engine of two-cycle type. It 1s extremely desirable inthis class of engine to have the gases thoroughly mixed. and delivered at a temperature which will give IVhere this is done beneath the piston it is further necessary thatthe pressure at which the gas is delivered shall not be so great as to offer any considerable retard to the working force of the charge above the piston. The Cl1S-' tribution of the heat generated in the engine is also of great importance so that the cylinders will be maintained at a suitable temperature. 7 g

It is the object of my inventionto provide an engine in which the gases will be thoroughly mixed below the piston without undue compression and delivered above the same in the most efiective condition as a working charge.

In the specifications which follow and in the drawings which form .a part thereof I have shown as an illustrative embodiment of my invention a form of engine which I have found to be highly eflicient and productive of most satisfactory results.

Throughout specifications and drawings like reference numerals are employed to indicate corresponding parts and in the drawings :Figure 1 is an elevation of a single cylinder engine embodying my invention, the interior construction being partially indicated in dotted lines, Fig. 2 is a central sectional view of the engine cylinder partly separated and with piston removed. Fig. 3 is a transverse section on the line 33, Fig. 2, Fig. 1 a transverse section on theline 4.l, Fig. 2,. and Fig. 5 a development of the interior of the lower part of the casing showing the disposition of the mixing wings.

In constructing my engine I provide a base 1 having a suitable bearing in which the crank shaft 2 is mounted. On the base is mounted a supporting frame 3 on the Specification of Letters Patent.

Serial No. 634,001.

upper portion of which is formed the lower portion of the cylinder casing provided centrally with a stuffing box 19 through which the piston stem 18 passes, The upper part of the cylinder and casing is formed 1n tegrahthe cylinder proper being indicated at 5 and consisting of an elongated shell surrounded at its upper end by a casing 1,

ginning from the intake port21 and run ning around the inner part of the casing on each side 'of the lower part of the cylinder 5. There is therefore left between the Series of deflectors 28 somewhat spirally disposed channels 22 of increasing breadth as they recede circumferentially from the intake port. In other words, the deflectors 23 are arranged in decreasing closeness of order as they recede upon each side from theintake port.

Referring to the development shown in Fig. 5, it'will be seen that the arrangement of the deflectors becomes more open as the distance increases from the port 21. In other words, the deflectors are in greatest number and in closest order directly adjacent to the intake port 21. Referring further to Fig. 5 it will beseen that each one of the deflectors is slightly dished, as indicated at 23 This provides for the retention of any hydrocarbon which may become condensed within the mixing chamber. This is of great advantage in Starting the engine as it assures a rich mixture under the-piston upon the first stroke.

Referring to Fig. 1, it will be seen that the intake is :through the valve 10 passing from thence through the openings 21 into the annular space formed-between the. two parts of the casing. :Opposite to the intake valve is an entry port 8 which leads within the cylinder 5. Opposite to the entry port is a discharge port 9. At the head of the cylinder is a threaded opening into which the spark plug 6 is screwed. The upper casing is bolted to the lower casing by bolts 11 passingthrough the holes 11 held by nuts Patented Nov.'9, 1915.

12 at the upper end tapped into the upper face of the lower casing at 13. The .lower end of the piston stem 18 is connected to the pitman 14 at 15 being steadied by a slide 16 which surrounds a slide rod 17 mounted in the casing.

The operation of my engine is as follows: Starting with the piston positioned as in Fig. 1, and supposing the compressed charge above it and a mixed charge below it, when the compressed charge is fired by the spark plug 6 the piston will descend under the effective impulse of the explosion. As the piston descends it finally uncovers the exhaust port 9, allowing the products of combustion to escape from the engine. As soon as the intake port 8 is opened by the descent of the piston 20 the charge which has been compressed below the piston is forced back through the openings 21 above the piston and upon the rise of the same the charge thus taken is compressed. In this transfer of the charge of the lower side of the piston to above the piston the charge is churned past the lower edge of the shell 4 and back through the plates 23, thus completing the mixture and completing the vaporization. As soonas the charge is sufliciently compressed above the piston it is fired and the cycle repeated, a new charge being drawn in through the valve 10 and beneath the piston just as soon as the piston passes the port 8. As each new charge is taken in it is likewise drawn down tl'irough the deflectors 23 and past the lower edge of the depending shell 4 to its position below the piston 20; It will be seen that a reserve of gas will be maintained below the piston throughout its operation. To this reserve each incoming charge is added and together these gases are churned around the lower edge of the shell 49 and through the deflectors 23, thus maintaining a low constant pressure with a completely vaporized and mixed gas. This mixing and churning of the gas is accomplished in the direct presence of the heat of the cylinder generated by the combustion and greatly increases the proportion of air which may be used with the mixture, thus reducing the necessary hydrocarbon charge. In addition to the econ may of hydrocarbon I find that the mixing efiected in this way secures a gain in the effectiveness of the engine by cooling the cylinder, thus enabling the running of the engine at high speed.

Various modifications may obviously be made in the construction and operation of my engine all without departing from the spirit of my invention if within the limit of the appended claims.

What I, therefore, claim and desire to secure by Letters Patent is 1. In an internal combustion engine a closed cylinder, having intake supply and exhaust ports and comprising a jacketed head having its cylinder .wall extended as a depending shell below said jacket, a casing for said depending shell and leaving an an nular space about the lower portion thereof wholly open to the bottom of said cylinder, a plurality of deflectors on said casing projecting within said space and arranged in decreasing closeness as they recede circumferentially' in both directions from said intake port, said intake port communicating with said annular space and said supply leading from said annular space to said cylinder, a valve for closing the intake on the down stroke of the piston, and a piston. Within said cylinder.

2. In an internal combustion. engine a cylinder, having intake supply and exhaust ports and comprising a head consistingof an elongated cylinder, a water jacket inclosing the upper end of said cylinder and having the lower end of said cylinder exposed as a depending shell thereon, a frame having a casing formed atits upper end for receiving said depending shell and leaving an annular space about the lower portion thereof wholly open to the bottom of said cylinder, a plurality of deflectors on said casing projecting within said space and arranged in decreasing closeness circumferentially in both directions from said intake port, a piston within said cylinder, said intake communicating with said annular space, a valve for closing the intake on the down stroke of the piston, said supply port piercing said cylinder at a point above said piston when at its lowest position and communicating with. saidintake and said annular space, said inner wall being pierced for exhaust at a point substantially opposite to said supply port and communicating with said exhaust.

3. In an internal combustion engine a closed cylinder,having intake, supply and exhaust ports, a depending shell on said cylinder, a casing for said depending shell and leaving an annular space about the lower portion thereof wholly open to the bottom of said cylinder, a plurality of deflectors on said casing projecting within said space and arranged in decreasing closeness circumferentially in both directions from said intake port, a piston within said cylinder, said supply communicating with said annular space, and said supply port leading from said space to said cylinder, and means for closing the intake on the down stroke of the piston.

4. In a two-cycle internal combustion engine a cylinder, a piston in said cylinder, said cylinder having a depending lower end, an annular chamber about the lower end of said cylinder, a plurality of dished deflectors in said annular chamber, said chamber also being wholly open to said cylinder below said piston, an intake at the top of said annular chamber and a supply port in said cylinder adjacent to said intake, and leading from said chamber to said cylinder above said piston.

5. In a two-cycle internal combustion engine a cylinder, a piston in said cylinder, said cylinder having a depending lower end, a closed annular chamber wholly about said cylinder, an intake leading into said annular chamber adjacent to its top, said chamber also communicating with said cylinder below said piston, a supply port connected with said cylinder and leading from said annular chamber, and deflectors in said chamber through which said charges will be churned at each stroke of a piston.

6. In an internal combustion engine, a cylinder having intake supply and exhaust ports and having its cylinder wall extending as a depending shell, a casing for receiving said depending shell and leaving an annular space about the lower end thereof, and a plurality of deflectors on said casing projecting within said space and arranged in decreasing closeness as they recede circumferentially in both directions from said intake port.

7. In an internal combustion engine, a cy1-' inder having intake supply and exhaust ports and having its cylinder wall extending as a depending shell, a casing for receiving said depending shell and leaving an annular space about the lower end thereof, wholly open to the bottom of said cylinder, and a plurality of dished deflectors on said casing projecting within said space and arranged in decreasing closeness as they recede circumferentially in both directions from said intake port. 7

In testimony whereof I afiix my signature in presence of two witnesses.

FORREST NELSON. Witnesses:

VICTORIA LoWnEN, R. B. ELLMs.

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

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