US1189872A - Internal-combustion engine. - Google Patents

Description

J. R. ROGERS.

INTERNAL coMBusTroN ENGINE.

APPLICATION FILED JULY 9, 1910.

Patented July 4, 1916.

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INTERNAL COMBUSTION ENGINE.

APPLICATION FILED IULYQ. 1910.

Patented July 4, 1916.

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APPLICATION FILED 1uLY9 1910 Patentd July 4, 1916.

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J. R. ROGERS. INTERNAL COMBUSTION ENGINE. APPLICATION FILED IuI.Y9. 1910.

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Patented July 4. 1916.

JOHN R. ROGERS, OF BROOKLYN, NEW YORK.

ITERNAL-COMBUSTION ENGINE.

Application lei July 9, 1910. Serial No. 571,142.

To all whom z't may concern:

Be it known that I, JOHN R. ROGERS, a citizen of the United States, residing in the borough of Brooklyn, county of Kings, and State of New York, have invented certain new and useful Improvements in Internal- Combustion Engines, of which the following is a specification.

My invention relates to internal combustion engines, and the object is to provide an engine of the two cycle or two phase type which shall be simple in construction and which shall provide a more certain means of obtaining a regular and eflicient action of the engine. One means of attaining this object is secured by a certain scavenging of air previous to the introduction of the explosive charge and consists in certain arrangements and relations of the parts to accomplish this object as will be hereinafter described.

Other objects and advantages will appear from the'following description taken in connection with the accompanying drawings which illustrate one means of carrying out.

my invention.

I have shown my invention as applied in a. form adaptedy for use especially in connection with an automobile or amotor boat,v

but it can be applied 'to other purposes without change of the principle involved.v

In the drawings Figure ,1 is fa vertical sectional view through the center ofthe cylinder and the crank case of van engine con'- structed according to my invention, show- Specieation of Letters Patent.

Patented July 4, 1916.

Fig. 7 is a vertical sectional view along line 7-7 of Fig. 6.

Similar letters of reference indicate similar parts throughout the several views.-

vA A indicate twin cylinders formed of a slngle casting, the cylinders being separated from each other by a wall B and having a common explosion chamber C atthe upper end of the cylinders.

'D represents a crank case on which the cylinders A, A. are supported andv to which they are fastened by any suitable means, such as bolts D D.

The cylinder casting is provided with water chambers E, E 1n its -walls and the wall B is provided with suitable water chambers E', E. .V The cylinders A, A are offset with relation to the crank shaft F in order to obtain a differential motion of thel working pistons G,- G. lVorking piston G ing the parts when the explosive chargeis compressed and ready to beexploded. Fig, 2 'is a view similar to Fig. 1show1ng the working pistons near the lower end of theirmovement, the left had working piston having reached its extreme downward movement and the right hand working 'piston approaching the'end of its movement. Fig. 3 is a similar view to Fig. 1, showing the left hand working piston beginning lts re- 'turn and the right hand Vworking piston having 'reached the eXtreme limit ot its movement. Fig. f4 is a transverse sectlonal view along line 4-4 of Fig. l. Fig. 5 1s a transverse sectional view alongline 5-5 of-` Fig. 1. Fig. 6 is a transverse sectional view on an enlarged'scale of'one of the stationary pistons alongthe line 6-6 of Fig. 3; and

1 plate as shown.

and G are connected by means of suitable cross-heads with connecting-rods H and H" mounted on pin I on crank J on the main shaft F. Within working pistons G, G

are mounted stationary pistons K, K supported an conduits or pipes L, L, L, L, and L', L L', L respectively, the conduits or pipes L and L being mounted in the base plate D2 of crank case D. The stationary pistons K and K are adjustable with relation to their supporting conduits or pipes so as to increase or decrease the size of the compression chambers M, M"formed between the top of working pistons G, G and I stationary pistons K, K, such adjustment being attained by means ot suitable adjusting nuts N adapted .to clamp fixed pistons K, K 'to the conduits or pipes L, L respectively, las is clearly shown inFig. 6.

- In base plate D2 of crank case D are cast passages D3 and D4 which communicate respectively with conduits or pipes L and L'.

Passage D3 connects with a pipe O forming the air inlet controlled by an ordinary check valve O". Passage D4 connects with a pipe O2 communicating with the Vcarbureter and controlled by an ordinary check valve O3. The conduits or pipes L and L and the passages D3 and D4 are duplicates of each other and arranged onopposite sides of the base The heads Gr2 and Graef the lworking pistons G and G" are screwed into the ends of the working pistons and 1:5. metteva each of them is ber as shown.

The cross-heads for connecting-rods H and H with working pistons G and G are mounted in the lower part of pistons G and G in the usual manner and in such a position that they do not interfere with the conduits or pipes L, L.

P is a chamber in the wall of the left hand cylinder to act as an exhaust chamber and is connected by a pipe P to a mui'ller (not shown) or to the open air.

P2 is a circumferential slot forming a means of communication between cylinder A and exhaust chamber P. In the wall B, between cylinder A and A is cast a passage Q forming a means of communication between the two 'cylinders A yand A. In working piston G thereis a port or opening R adapted to register at the lower end of the provided with an air chamstroke with one end of the passage Q so,

that the'contents of the compression chamber M may pass at that time to the right hand cylinder A. In the wall of the right hand cylinder is formed a passage R and in the wall of working piston G there is a port or opening R2 adapted to register at the lower end of the stroke with the lowei` end of passage R so that the contents of the compression chamber M may pass over head G3 of working piston G and into explosion chamber C as isclearly shown in Fig. 3.

S is alspark plug of any suitable construction, T the water inlet for thewater jacket or chamber inthe walls of the cylinders and T the water outlet for the same.

The operation of the device is as follows: A charge being previously introduced and compressed in explosion chamber Cisfred in the usual way by the spark plug S. Both working pistons G and G descend under the force of the explosion until working piston G passes the slot P2 communicating with the exhaust chamber P, allowing the contents of both cylinders to exhaust into chamber P and thence through pipe P. The opening P2 between exhaust chamber P and the interior of the cylinders is of considerable size, and circumferential with relation to the cylinders. Due to the size of this opening into exhaust chamber P the descent of' working piston G uncovers the same very rapidly before the port Rs in said piston registers with passage Q. The burnt gases in both cylinders therefore will escape to a large extent into exhaust chamber P before /the port R registerswith passage Q. The

compression chamber M contains air only and this air is considerably compressed by the descent of the Working piston G, the check Valve O closing; so that when the port R of working piston G registers with passage Q, the compressed air will rush through the passage Q into the right hand cylinder driving the residue of the burnt gases cut through conduits L', passage D* and pipe 02/70 is connected with a. suitable carbureter containing a charge of air mixed with 'gasolene or other combustible vapor which is drawn in by the upward movement of working piston G through conduits L as described. Then working piston G descends the checkvalve O3 closes and the charge is compressed in chamber M until by the descent of working piston G the port R2 in said piston registers with the lower opening of passage R', whereupon the compressed charge will pass from the compression chamber M through passage R over head G3 into explosion chamber C. -l

It will be observed that this passage of the charge from the vcompression chamber M is subsequent to the scavenging of the cylinders by the air from compression chamber M. The charge following the air is directed by a baffle plate .G4 formed as a part of head G3 to theI upper part nf explosion chamber C. The contents of the chambers M and M being equal or nearly equal to the contents of the explosion chamber C, the entire portion of the burntgases will be expelled into exhaust chamber P, leaving the mixture of air or gaseous Vapor nearly or quite pure. f

It will also be observed that at the time of the discharge from chamber M into explosion chamber C the slot P2 connecting the interior of the cylinder with exhaust chamber P is partly closed allowing just a Sullicient opening for any" residue of burnt gases to escape. v

The revolution of the main 'crank sha-ft F now carries working pistons G and G upward, compressing the charge. As the Working pistons G and G move upward air is drawn in by suction past check valve O into chamber M and air and gas'in a suitable mixture are drawn into chamber M past check valve O3 as described. As working pistons G and G descend check valves 0 and O3 as described are closedso that the contents of chambers M and M may be compressed by the movement of the working pistons. In this cycle it will be observed that there is a power impulse at every down- Ward or'outward movement of the working pistons from the explosion chamber, that at the end of the power impulse when nearing the extreme motion of the working pistons the exhaust from both cylinders first takes place, then a scavenging action bv the air compressed in chamber M and finally the introduction of a charge of air and vapor from compression chamber M.

The above mentioned results are obtained through the use of two compression chambers and the differential movement of working pistons G and G. This differential movement by which the working piston G arrives at the lilnit of its motion a little in advance of the working piston G andbegins its return also a little in advance enables the ports to be uncovered and closed so as to obtain the successive actions above described.

It will be observed that there is a volume of air between the charge and the burnt gases and that the pressure of the compressed charge drives the air ahead of it and the burnt gases ahead of the air, so that if a small portion of air escapes at the exhaust chamber P no harm will be done. This enables the exhaust port between the cylinders and the exhaust chamber P and the exhaust chamber itself to be made of considerable size so as to allow a complete and thorough exhaustion of the burnt gases while at the same time a pure mixture of air and gas is provided for compression and combustion.

I am aware that I am not the first to use the twin cylinder construction, and that I am not thefirst to use a compression chamber on the inside of a hollow piston. I am also aware that I am not the lirstto use a differential motion of the pistons in such twin cylinder construction, but I believe myself to be the first to use the compression chambers in connection with the twin cylinder'construction and to obtain the differential action of the pistons by off-setting the cylinders with reference to the crank shaft. I also believe myself to be the first to mount a stationary piston directly on pipes o1 conduits communicating with a compression chamber, and to mount these pipes or conduits directly upon a crank case.

There are great advantages in this method of construction: it being simple. cheap and accessible. The pipes and conduits L and L may be steel pipes screwed into the base plate D2. n

The stationary pistons I prefer to make in the form shown in Figs. 6 and 7. By .the use of bolts, these pistons can be easily brought into exact alinement with the working pistons and fastened there. It' is also possible by this means of adjustment, within certain limits, to increase or decrease the size of the compression chambers M and M.

It is possible` by my improved construction, to obtain the advantages of a power impulse at every complete revolution of the crank shaft: at the same time to'fscavenge the cylinders by means of air under considerable compression. and to provide. a pure or nearly pure mixture of air and gas for `compression and explosion` and to obtain these advantages with the fewest number of moving parts.

Itvwill also be noted that it is almost impossible for a back fire to occur with the construction which I have shown. At no time is there any direct communication between the burnt gases and the incoming charge The air passing from the chamber M, is much cooler than the gases which it expels, and has a cooling effect upon the walls of the cylinder.

It will also be noted that the charge which is drawn into the chamber M', comes into this chamber at atmospheric pressure, is considerably compressed, then discharged through the passage R, and'finally recompressed in explosion chamber C at the upper movement of the two working pistons, thereby giving a more-thorough mixture of the air and gas than can be obtained in the ordinary two cycle engine. The heating of the air by compression as the piston G descends, also helps to make this mixture.

I have shown only one power unit, but it is obvious that for use in automobiles or motor boats and other constructions, two or more such power umts as shown might be used. As a matter of comparison, it may be said that three such twin cylinders used in an automobile would give the same torque as is now obtained in a G-cylinder engine of thefour cycle type, and at the same time avoid the use of valves. cam shafts with their gears, cams and'other parts necessary in such a construction.

It is also tobe understood that I may use the form of compression chamber lnade by mounting a stationary piston inside of a hollow piston and mounting said stationary piston on conduits, in connection with a single cylinder instead of a twin cylinder as previously described. In said last nalned construct-ion, the compression chamber would receive a charge of air and gas. and it would be delivered directly above the working piston by a passage similar to that shown in the right hand cylinder of Fig. 1.

It is also to be understood that while I have embodied my invention gin the best form now known to me, that I`do not confine myself to the exact mechanical details disclosed which may be widely varied without departing from the principles shown.

It will be observed that because of working pistons G and G being open at the lower endand communicating directly with the crank case. the ordinary method of splash lubrication may be utilized and that through this means all working parts of the engine will be sufficiently' lubricated in the easiest and most effective manner.

It will further be observed that by disconnecting bolts D'. D'. the water connections T and T and the exhaust pipe I, the cylinders can-be lifted from the crank case thereby exposing the working pistons and associated parts rendering them easy of inspection and repair.

In the specification and claims where I referto a twin cylinder I mean two cylinders having a common combustion head and so arranged that both cylinders may be exhausted and charges introduced into both `cylinders from a port in either cylinder.

Such a twin cylinder may be of two separate castings with connecting passages or in a single casting as shown in the drawings. In such a twin cylinder construction the connecting-rods from the working pistons are connected to the crank shaft at substantially the same point of the crank shaft revolution and where I refer to a common driving shaft I mean to refer to such construction.

lVhat I claim and desire to secure by Letters Patent is:

1. In an internal combustion engine, the combination of a cylinder, an exhaust in the wall of said cylinder, ahollow working piston. a stationary piston within the working piston. a compression chamber between said working piston and said stationary piston and conduits on which said stationary piston is mounted, said conduits being adapted to convey air or gas to said compression chamber.

2. In an internal combustion engine. the combination of a cylinder, a hollow Working piston. a stationary piston within the working piston. a compression chamber between said working piston and said stationary piston and conduits on which said stationary piston is adjustably mounted whereby the size of the compression chamber may be varied, said conduits being adapted to convey air or gas to said compression chamber.

3. In an internal combustion engine, the combination of a cylinder, an exhaust chamber in the wall of said cylinder. a circumferential slot connecting said cylinder with said exhaust chamber, a hollow working piston adapted lto uncover and cover said slot, a stationary piston within said working piston. a compression chamber between said working piston and said stationary piston and conduits on which said stationary pis- -ton is mounted, said conduits being adapted to convey air or gas to said compression chamber.

4. In an internal combustion engine, the combination of a twin cylinder, a common explosion chamber for said cylinders, a working piston in each of said cylinders, a common driving shaft oiiset with relation to said pistons and rods connecting said shaft and said pistons. whereby said pistons are given a diderential motion during the revolution of the driving shaft.

5. In an internal combustion engine, the combination of a' twin cylinder, a common explosion chamber for said cylinders, a hollow working piston in each of said cylinders,

messia a common driving shaft offset with relation to said pistons, a stationary piston. Within each of said working pistons and a compression chamber between each of said working pistons and said stationary pistons.

6. In an internal combustion engine, the combination `of a twin cylinder, a common explosion chamber for said cylinders, a hollow working piston in each of said cylinders, a common driving shaft offset with relation to said pistons, a stationary piston within each of said working pistons, a compression chamber between each of said working pistons and said stationary pistons and conduits on which said stationary pistons are mounted, said conduits being adapted to convey air or gas to said compression chambers.

7. VIn an internal combustion engine, the combination of a twin cylinder, a common explosion chamber for said cylinders. a hollow working piston in each of said cylinders, a common driving shaft for said pistons, a stationary piston within each of said working pistons. a compression chamber between each of said working pistons and said stationary pistons and conduits on which said stationary pistons are adjustably mounted whereby the size of the compression chamber may be varied, said conduits being adapted to conveyair or gas to said compression chambers.

8. In an internal combustion engine, the combination of a twin cylinder, a common explosion chamber for said cylinders. a hollow working piston in each of said cylinders, a common driving shaft' for said pisf tous, a stationary piston within each of said working pistons, a base plate, conduits mounted in said base plate and in turn supporting the stationary-pistons and air and gas inlets in the base plate connecting with said conduits.

9. In an internal combustion engine, the combination of a twin cylinder, a common explosion chamber for said cylinders, passages for air and gas through the walls of said cylinders, a hollow working 'pist-on in each of said cylinders, ports in said working pistons adapted to register with said passages for air and gas, a stationary piston within each of said working pistons. a compression chamber between each of said working pistons and said stationary pistons and conduits on which said stationary pistons are mounted. said conduits being adapted to convey air or gas to said compression chambers.

c 10. In an internal combustion engine. the combination of a cylinder. ahollow working piston open at one end within said cylinder, a stationary piston Within said working piston, a compression chamber between said working piston and said stationary piston,

conduits on which said stationary piston is mounted, said conduits being adapted to convey air or gas to said compression chamber and a crank case upon which said conduits are mounted.

11. In an internal combustion engine, the combination of a cylinder, a hollow working piston open at one end within said cylider, a stationary piston within said working piston, conduits on which said stationary piston is mounted, a crank case in which said conduits are mounted and air and gas inlets in said crank case connecting with said conduits.

12. In an internal combustion engine, a twin cylinder, a hollow working piston in each of said cylinders, a common explosion chamber for said cylinder, passages through the walls of said cylinder for the exhaust, air scavenging charge and explosive mixture charge respectively, ports in said working pistons adapted to register with the air scavenging charge vpassage and explosive mixture charge passage respectively, said exhaust, air scavenging control andnexplosive mixture control being brought into action successively by the movement of the working pistons which successively uncover and cover the openings in the said exhaust, air scavenging passage and explosive mixture passage.

13. In an internal combustion engine, a twin cylinder, a common explosive chamber for said cylinder, a hollow working piston in each of said cylinders, an exhaust, air scavenging passages and explosive mixture passage through the walls of said cylinder, and ports in said working pistons adapted to register with said air scavenging passage and explosive mixture passage, one of said working pistons being adapted to uncover and cover the exhaust and to introduce the air scavenging c harge and the other of said working pistons being adapted to introduce the explosive mixture charge.

14. In ,an internal combustion engine, a twin cylinder, a common explosion chamber in said cylinder, an exhaust from said cylinder, a hollow working piston in each of said cylinders, an air scavenging passage through the wall of said cylinder controlled by the movement of one of said working pistons and brought into operation while the exhaust is open and` after the burnt charge has passed of and an explosive charge passage through the wall of said cylinder controlled by the movement of the other of said working pistons and brought into action upon the closure of the air scavenging passage. u

15. In an internal combustion engine, the combination o a twin cylinder, two working pistons, two compression chambers, an

y exhaust port, and ports in the cylinders and working pistons adapted to register so that the'movement-of the pistons will cause in succession the discharge of the burnt gases, the scavenging of air and the introduction of a charge of air and gas for subsequent compression' and explosion.

16. In an internal combustion engine, the combination of a twin cylinder, two working pistons, stationary pistons in the Working pistons, two compression chambers, an exhaust port, and ports in the cylinders and working pistons so arranged that the movement of the working pistons will cause in succession the discharge of the burnt gases, the scavenging of thecylinders by air and the introduction of a charge of air and gas for subsequent compression and explosion.

17. In an internal combustion engine, the

combination of a twin cylinder, two Working pistons, stationary pistons in the working pistons, two compression chambers, an exhaust port, ports in the cylinders and working pistons and a crank shaft connected to the working pistons, said crank shaft being oiset so as to cause a differential y movement of said pistons adapted to cause in succession a discharge of the burnt gases, the scavenging of the cylinders by air and the introduction of a charge of air and gas for subsequent compression and explosion. 18. In an internal combustion engine, the combination of a cylinder, an explosion chamber, a piston and a compression chamber adjustable in size within said piston, said compression chamber lying wholly above the connection of the piston with the connecting-rod, whereby a relatively high degree of compressionmay be obtained.

19. In an internal combustion engine, the combination of twin cylinders, two compression chambers, an exhaust port and inlet ports with diierentially moving pistons forming one side of said compression chambers and in their movement operating to control said ports.

20. In an internal combustion engine, the combination of twin cylinders, a common explosion chamber, a' piston in each of said cylinders and means in each of said pistons shaft offset with relation to said pistons, a compression chamber lying vwholly within each of said pistons and means by which the reciproeation of the pistons will alternately draw in and compress a charge of air or gas.

23. In an internal combustion engine, the combination of a twin cylinder with a working piston in each of said cylinders, a common driving shaft offset with relation to said pistons, and a fixed piston adapted to cooperate with each of saidworking pistons to obtain a high compression of a charge of air or gas.

:24. In an internal combustion engine, the combination of a twin cylinder with a working pist-on in each of said cylinders and an adjustable fixed piston adapted to coperate with each of said working pistons to obtain a high compression of a charge of air or gas.

In an internal combustion engine, the combination of a twin cylinder, a common explosion chamber, a piston in each of said cylinders, a common driving shaft oHset with relation to said piston, a. separate compression chamber coperating with each of said pistons, an exhaust port and inlet ports, saidpistons being adapted to be operated differentially to control said exhaust and inlet ports.

:26. In an internal combustion engine, thel combination of a twin cylinder, al common explosion chamber, a piston in each of said cylinders, a separate compression chamber coperating. with each of said pistons, an exhaust port and inlet ports, said pistons being adapted to be operated differentially to close said exhaust port,'either wholly pr in part, before opening the inlet port for the gaseous charge.

27. In an internal eombustion'engine, the combination of a twin cylinder, aV common explosion chamber, a piston in each of said cylinders, a compression chamber coperating with each of said pistons, an exhaust port and inlet ports, one of said pistons being adapted to control the exhaust port and the other the gas inlet port, and means for operating the pistons differentially whereby the exhaust port is closed, in whole or in part, before the opening of the gas ,inlet ort. p 28. In an internal combustion engine, the combination of a twin cylinder, a piston for each cylinder, an exhaust port and air and gas inlet ports, said pistons being adapted to move differentially and to control the ports so as to cause in succession the opening of the exhaust port, the opening of the air inlet port, the closing of the exhaust port, in wholeorin part, and the opening of the gas inlet port.

29. In an internal combustion engine, the combination of a twin cylinder, a piston for each cylinder, a compression chamber cooperatmg wlth each plston, an exhaust port,

y/and air and gas inlet ports from said comport, in whole or in part. and the opening of the gas inlet port.

' 30. In an internal combustion engine of the two-cycle type, the combination of pistons and compression chambers so coperating with'each other as to cause in succession the exhausting of the burnt gases, the scavenging of the residue of the burnt gases, the closing of the exhaust opening, in whole or in part before the introduction of a fresh charge, the introduction of a fresh charge and the compression of said charge for subsequent tiring.

31. In an internal combustion engine of the twoscycle type, the combination of a crankshaft, connecting rods and pistons as the only moving parts, and an exhaust port -and inlet ports, said pistons being adapted to be operated differentially to control said exhaust and inlet ports, in cooperation with compression chambers so arranged as to cause in succession the exhausting 'of the burnt gases, the scavenging of the residue 'of burnt gases, the closing of the exhaust opening, in whole or inpart before the introduction of a fresh charge, the introduction of a fresh chargeand the compression of said charge for subsequent firing,

3:2. In an internal combustion engine of the two-cycle type, the exhaust and inlet ports of which are controlled solely by the movement of the piston or pistons, means for closing the exhaust port in Whole or in part before the openingr of the inlet port for the fresh charge. y

33. In an internal combustion engine, the combination of a cylinder, a piston open at one end, a crank shaft, a connecting rod between said piston and crank shaft and an adjustably mounted fixed piston located between the top of the first named piston and the point of connection between said piston and the connecting rod.

34. In an internal combustion engine, the combination of a cylinder, a piston open at one end, a crank shaft, a connecting rod between said piston and crank shaft, an adjustably mounted xed piston located be-- inders, a. crank shaft, aconnecting rod betweeneach of said pistons and the crank shaft and a normallv fixed piston in eachI of said cylinders located between the top of the first named piston therein and the point of connection betweensaid piston and the connecting rod.

36. In an internal combustion engine, the

vcombination of a plurality of cylinders, a-

piston open at one end in each of said cylinders, ,a crank shaft, a connecting' rod-between each of said pistons andthe crank shaft and an adjustably mounted ixed pis'- ton in each of said cylinders located between the top of the irst named piston therein and the point of connection between said piston and the connecting rod. v l 37. In an'internal combustion engine, the

combination of a plurality of cylinders, a piston open at one end in each of said cyl-l inders, a crank shaft offset with relation to said piston, a connecting rod between each of said pistons andthe crank shaft, a normally xed piston in each of said cylinders located between the top of the first named lpiston open at one end in each of said cyl? inders, a crank shaft, a connecting rod loe-Ak `tween eachrof said pistons and the crank `shaft'an adjustably mounted iXed piston in each of said cvlinders located between the top of the first named piston therein and the vpoint of connection between said piston and the connecting rod and supporting means for each of said fixed pistons out of the path of the connectingrod.

In testimony whereof have signed this.

specification in the presence of two subscribing witnesses.

Witnesses:

K. G. LEARD, JOHN HERR.

'JoHN n. ROGERS.'

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