US1191368A - Combustion-engine. - Google Patents

Description

C. H. TANGEMAN.

COMBUSTION ENGINE.

APPLICATION FILED 1AN.10, 1911.

Patented July 18, 1916.

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COMBUSTION ENGINE.

APPLICATlON FILED JAN-1011911.

Patented July 18, 1916.

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CORNELIUS HOAGLAND TANGEMAN, OF NEW YORK, N. Y.

COMBUSTION-ENGINE.

Application filed January 10, 1911.

To all whom it may concern Be it known that I, CORNELIUS H. TANGE- MAN, 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 useful Improvements in Combustion-Engines, of which the following is a full, clear, and exact specification.

This invention relates to combustion engines, and more especially has for its object to provide improvements in engines embodying valve mechanism comprising a reciprocating sleeve, wherein the parts will be simplified and an engine of high speed and efiiciency produced.

More especially, the invention is concerned with the production of a two cycle engine operated by a single reciprocating sleeve Valve, together with a pumping piston and cylinder controlled by the movements 'of the sleeve valve.

As herein shown, the engine comprises a cylinder and piston with interposed reciprocating sleeve connected to the crank shaft by its own crank angularly displaced relatively to the working crank and operating the sleeve in synchronism therewith. The upper end of the cylinder is formed to have a pumping space, in which operates a piston directly connected with the sleeve valve and controlled by ports in the sleeve valve.

By the combination embodying the foregoing elements, I have produced an engine having a long stroke, no (lead spaces in the cylinder, a single sleeve valve, and having a working stroke of practically one hundred and eighty degrees, an exhaust stroke of considerably over ninety degrees and a sutticient angle of inlet to complete the scavenging and to charge the cylinder.

The invention will be more fully understood in connection with the description of the accompanying drawings, wherein Figure 1 is a vertical section of an engine embodying the invention; Fig. 2 is a detailed side view showing the manner of operating the sleeve valve; Figs. 3 to 7, inclusive, are diagrammatic views showing various positions, and Fig. 8 is a diagram showing the operation of the various strokes, with one form of the invention.

1 represents a cylinder having a water jacket 2, cylinder head 3, spark plug 4, working piston 5, connecting rod 6, main crank 7, crank shaft 8, and exhaust ports 9.

10 represents a reciprocating sleeve inter- Specification of Letters Patent.

Patented July 18, 1916.

Serial No. 601,887.

posed between the piston and the cylinder 11 Working in pumping cylinder 12, supplied by inlet ports 13. The sleeve 10 also has admission slots 15 cut therein on its interior face which pass over the compression rings 16 disposed just above the cylinder head 3.

17 represents a series of exhaust ports in the sleeve 10, and as shown in Fig. '1 the sleeve 10 is practically at its lowest position. The exhaust ports 9 of the cylinder are elongated as shown at 18, so that the exhaust stroke takes place during the time that the ports 17 require to move over the length of the passages 18 except as the ports 17 may be closed by the piston 5. The sleeve 10 may be operated by a connecting rod 20 attached to the pin 21 and to an auxiliary crank pin 2:2 on the main shaft 8, crank pin 22 being angularly displaced a predetermined amount from the main crank, as shown in the drawings.

It will be seen that in the specific form herein shown the main shaft 8 is offset from the axis of the cylinder, thereby giving a longer exhaust portcpening. Figs. 3 to? illustrate diagrammatically various positions taken during one cycle, the direction of rotation being taken to be as shown in Fig. 8. In Fig. 3 the working piston 5 is nearly at the end of the working stroke and about to uncover the ports 17. At this time the sleeve 10 has passed its lowest position and has begun to ascend. The exhaust stroke now continues from the position shown in Fig. 3 through that shown in Fig. to that shown in Fig. 5, at which latter position the sleeve has reached its upward highest position, and the working piston 5 is still ascending to the compression end of its upward stroke, and covering the ports 17, as will be seen from Fig. 6. At the time the sleeve 10 commences to ascend it compresses the charge in the space 12, and at the upward limit of the sleeve 10 the ports 15 pass over the rings 16 and allow the compressed charge to be discharged into the cylinder, this being shown in Fig. 5, it being observed that there is a- Space between the inner surface of sleeve 10 and the inner sur face of pumping cylinder 12 to permit passage of the gas. At the time the gas is first admitted it will be seen that the exhaust ports 15 are still open, and by reason of the long period during which the exhaust. ports ing from the scope of the invention.

15 have been opened (preferably about seven-sixteenths of a revolution by reason of the simultaneous travel of the piston 5 and the sleeve 10 in the same direction until the piston overtakes the sleeve ports) a very slight amount of exhaust gas remains to be expelled by the incoming compressed charge. At the position of Fig. 5, the ports 15 are open to their greatest extent and the gas will continue to flow into the WOI'king cylinder until ports 15 pass upper ring on the descent of the sleeve as shown in Fig. 6, there being a greater clearance in cylinder 1 than in cylinder 12, but as the working piston 5 is still rising, the ports 17 are closed, and further downward movement of the sleeve 10 does not open any ports and the compression of the charge in cylinder 1 takes place until the charge is fired in the usual manner. Thereafter, the working stroke takes place as shown in Fig. 1, until the ports 17 are agai opened. 'In Fig. 8, the letters A, B, C, D, represent instantaneous positions of the main crank pin when the various strokes of the cyclebegin and end, while a, b, c, d, represent corresponding positions of the sleeve crank pin. From the foregoing description it will be seen that I have provided an engine of the sleeve valve type wherein a single sleeve controls the inlet and exhaust of the gases, in combination with elongated exhaust ports and the moving piston. Furthermore, I have provided a two cycle engine wherein there is a power stroke for each revolution of the main crank shaft. The pumping cylinder may be designed to provide any desired volume of charge and thereby sufficient pressure of the charge may be attained in the cylinder 12 to thoroughly scavenge any remaining burned gases and quickly charge the cylinder. Also, I provide a two cycle engine in which exhaust and fresh gases do not come in contact until after the working piston has risen two thirds of its upward stroke, thereby scavenging two thirds of the cylinder without the aid of the fresh incoming charge, which is an important advantage. Various modifications and changes in the construction and parts may be made without del firtso, it will beunderstood that the cylinder 12 may be used to pump air, andthe charge be injected directly into the compressed air in the working cylinder, in a well known manner, if desired, and without departing from the invention.

Having thus described my invention, I

memes .crank shaft, elongated exhaust ports in said cylinder wall, and a direct actuating connection between said sleeve and said crank shaft whereby to permit exhaust during twothirds of the upward stroke of the piston by simultaneous movement of the sleeve and piston in the same direction.

2. The combination in a combustion engine of means for compressing and firing a charge, a working cylinder having an elongated exhaust port, a sleeve sliding within said cylinder and having a port adapted to register with said exhaust port, a working piston moving in said sleeve and opening said sleeve exhaust port during a portion of the upward movement of said sleeve, a main shaft having two angularly displaced cranks, and connections between said cranks and said piston and said sleeve.

3. The combination in a combustion engine of means for compressing and firing a charge, a working cylinder having an elongated exhaust port, a sleeve sliding within said cylinder and having a port adapted to register with said exhaust port, a working piston moving in said sleeve and opening said sleeve exhaust port during a portion of the upward movement of said sleeve, a main shaft having two angularly displaced cranks, and connections between said cranks and said piston and said sleeve, the crank for said sleeve being in advance of the crank for said piston.

4. The combination in a combustion engine of means for compressing and firing a charge, a cylinder having an elongated exhaust port, a' sleeve sliding within said cylinder and having a port adapted to register with said exhaust port, a piston moving in said sleeve and opening said sleeve exhaust port during a portion of the upward movement of said sleeve, a shaft having two angularly displaced cranks, and connections between said cranks and said piston and said sleeve, the crank for said sleeve being in ad- Vance of the crank for said. piston, and having a less throw.

5. The combination in a combustion engine, of a cylinder, a working piston and a crank shaft, of a sleeve mounted to slide between the cylinder and the piston and having an exhaust port in its lower portion controlled by said piston, means for operating said sleeve in predetermined angular relation less than 180 to said piston in the same dis rection to exhaust, and means for admitting, compressing and firing a charge.

6. The combination in a combustion engine with a cylinder, a sliding sleeve valve having an exhaust port, and an elongated exhaust passage through said cylinder controlled thereby, of a main shaft connected to said piston and said sleeve at a predetermined angular distance, means for compressing a charge above said piston while said exmil haust port is closed, and means whereby the period of exhaust is jointly controlled by the movement of said exhaust port relatively to said exhaust passage and said piston relatively to said exhaust port.

7. In an internal combustion engine the combination of a piston and main crankshaft, a connecting rod connecting said piston and said crankshaft, a cylinder having exhaust ports in one end and inlet ports in the opposite end, a sleeve fitting loosely within said cylinder and outside of the said piston, and free to move a limited extent up and down with relation to said cylinder, said sleeve having exhaust ports in one end traveling in advance of the piston and opened and closed by the piston and said cylinder ports, and having inlet ports in its opposite end registering with the inlet ports in said cylinder, and a connecting rod connecting said sleeve to the crankshaft.

8. The combination in a combustion engine, with a working cylinder, a sliding sleeve valve in said cylinder and a working piston within said sleeve, of a crankshaft directly connected to said sleeve and said piston by separate 'angularly displaced crank pins and connecting rods, said sleeve having exhaust ports arranged to travel in advance of the piston during the period of opening, and opened and closed by said piston, the period of opening being of at least one half the duration of the piston stroke.

9. A two cycle combustion engine comprising a pumping cylinder and piston, a working cylinder and piston, inlet valve mechanism, a sleeve exhaust valve mechanism arranged to permit partial exhaust by the return stroke of the piston and complete exhaust by the compressed charge from the pumping cylinder, during approximately seven sixteenths of a revolution of the crank shaft, and a crank shaft having direct connection to said sleeve exhaust valve and said working piston.

10. The combination in a combustion engine of means for compressing and firing a charge, a cylinder having an elongated exhaust port, a sleeve sliding within said cylinder and having a port adapted to register with said exhaust port, a piston moving in said sleeve and opening said sleeve exhaust port during a portion of the upward movement of said sleeve and closingsaid sleeve exhaust port during the compression and power stroke of said piston, a shaft having two angularly displaced cranks, and connections between said cranks and said piston and said sleeve, the crank for said sleeve being in advance of the crank for said piston, and having a less throw.

11. The combination in a combustion engine with a working cylinder, of a reciprocating sleeve valve in said cylinder having inlet and exhaust controlling means, a working piston Within said sleeve valve, a crank shaft having actuating connections with said sleeve and said piston, said inlet controlling means being controlled independently of the piston by the position of the sleeve relatively to the cylinder and the exhaust means by the position of the working piston relatively to the sleeve, said exhaust taking place in part While the sleeve and piston are moving in opposite directions and in part while moving in the same direction, the piston overtaking the sleeve to close the exhaust.

12. The combination in a combustion engine, of a cylinder, a working piston and a crank shaft, of a sleeve mounted to slide between the cylinder and the piston and having an exhaust port in its lower portion controlled by said piston, means for operating said sleeve in predetermined angular relation to said piston in the same direction to exhaust, and means for admitting, compressing and firing a charge.

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

' CORNELIUS HOAGLAND TANGEMAN.

Witnesses:

WM. E. BUTLER, JNo. T. LEAHY.

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