US1193610A - Bayneb - Google Patents

Description

G. F. RAYNER.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED DEC. 15. l91l.

Patented Aug. 8, 1916.

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G. F. RAYNER.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED DEC.I5. I9Il.

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Patented Aug. 8, 1916.

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GEORGE FREDR-IC-RAYNER, OF ACTON, ENGLAND.

INTERNAL-C(PMBUSTIDN ENGINE.

Application filed December 15, 1911.

To all whom it may concern:

Be it known that I, Gnonen l nnonro RAYNER, subject of the King of Great Britain and Ireland, residing at 36 Chatsworth Gardens, Acton, in the county of liliddlesex, England, have invented certain new and useful Improvements in Internal- Combustion Engines, of which the following is a specification.

My invention relates to an improved con struction of two-stroke internal-combustion engine the object of which is to effect an in crease of efficiency and reliability over the present type.

A further object of my invention is to eliminate gear-wheels, valves, cams, tappets and the like in order to obtain a quiet running engine at all speeds.

In carrying out my invention I provide within a cylinder two concentric pistons, the first or annular one fitting the bore of the cylinder, and the second fitting the bore f the first or annular piston. Each of the pistons is connected by a suitable connecting initially compress the charge prior to its transfer to the combustion chamber.

Suitable ports are formed in the cylinder and annular piston and are uncovered and covered at the required moment by the annular piston and inner piston respectively, to control the exhaust of the spent gases and the inlet of the new charge.

A method of carrying out my invention is shown in the accompanying drawings in which I Figure 1 is a vertical section through the axis of the crank shaft; Fig. 2 is a vertical section at right angles to Fig, 1; and Fig. 3 is a detail showing the relative opening of the inlet and exhaust ports at another'period of the stroke. Figs. 4: and 5 are part vertical sections showing modifications.

Referring to Figs. 1 and 2, A is the cylinder within which works the annular piston B, and within which the inner piston C Specification of Letters Patent.

Patented A11 8, 1916.

Serial No. 665,997.

works. The annular piston B has a flange Z) on its outside working in the enlarged bore A of the cylinder A to form a pump or initial compression chamber a which is closed at the lower end by the flanged guide D clamped between the lower portion A of the cylinder A and the crank case E. This flanged guide D also forms a guide in which the lower portion of the annular piston B slides. Both the flange Z) on the annular piston B and the flanged guide D are preferably provided with oil grooves to maintain an airtight joint, or if required, suitable packing may be used in both cases.

The annular piston B and the inner piston C are connected by suitable connecting rods f and f to their respective cranks F and F on the same crank shaft F. The throw of the cranks F and I preferably bear the ratio of one or two so that the speed and travel of the annular piston B within the cylinder A is half that of the inner piston C, the annular piston B forming a slow moving part between the fixed cylinder A and the rapidly moving piston C.

A series of ports a are formed around the wall of the cylinder A in such a position as to be uncovered by the annular piston B for the required period near the end of its stroke. This allows the escape of the spent gases to the annular chamber a from whence they are conducted by a suitable exhaust pipe either through a suitable mufiler or direct into the atmosphere. Another series of ports 5 are also formed around the inner wall of the annular piston B in such a position as to be uncovered by the inner piston C for the required period near the end of its stroke to allow the new charge to be transferred from the pump chamber a to the cylinder A. The position and relative duration of the opening of the inlet and exhaust ports may be regulated by giving one of the cranks F and F the required amount of lead over the other. In the drawings the crank F is given a lead over the crank F I The top of the annular piston B is prefer'ably made sloping so that the upstanding inner edge acts as a bailie to prevent the escape of the incoming charge through the exhaust ports, and the top 0 of the piston C may be made slightly conical or otherwise suitably shaped to assist in directing the incoming charge in an upward direction.

In order to facilitate lubrication of the annular piston B the top of the flange Y) is made slightly concave so that oil supplied by pump or any suitable means is collected from the wall A of the pump chamber and runs into the duct 5 and is distributed over i the outside of the annular piston 13 by the dipper a which picks up a specific quantity for each stroke.

Any suitable ignition apparatus is employed and a sparking plug is placed in the cylinder head which is preferably of a semispherical form, and being free from pockets may be machined all over.

The cycle of operations is as follows: Taking the parts in the position shown in- Fig. i in which both the pistons are nearing the end of their outward or power stroke, and a new charge is compressed within the pump-chamber a, it will be seen that the exhaust ports a are almost fully open, most of the spent gases having escaped and the pressure fallen almost to that of the atmosphere, and the inlet ports 6 are about to open. Further movement brings the ports into the position shown in Fig. 2 in which the exhaust ports are commencing to close and the inlet ports are partially open allowing the new charge which is compressed inthe pumpchamber a to be transferred through the inlet ports 5 This new charge travels rapidly in a compact mass up the bore of the'annular piston B and is ejected straight into the cylinder head, driving the remaining spent gases out through the exhaust ports which now close. This brings the ports into the position shown in Fig. 3 the inlet ports still remaining open, allowing ample opportunity for the charge, compressed in the pumpchamber a, to pass through the inlet ports 6 and completely fill the cylinder with pure new charge. The inlet ports now rapidly close and the pistons continuing their upward stroke compress the new cnarge in the cylinder and at the same time the upvz rd motion of the flange 6 on the annular piston B draws a new charge into the pumpchamber' a. At the required moment near the top of the stroke, ignition takes place and the pistons are driven outward communicating their motion through their respective con necting rods and cranks to the crank shaft F. At the same time that this is taking place the flange b is compressing thenew charge in the pump chamber ready for transfer through the ports 19 when uncovered by the piston C. As the exhaust ports are situated at or near the center of the working cylinder space, the greatest distance which the products of combustion have to travel is kept as low as possi ble; this in conjunction with the large port areas obtainable, allows a very rapid and ellicient clearing of the products ofcombustion to be obtained.

In Fig. 4 the charge is drawn from the carburetor through the automatic inlet valve into the space a on the down stroke of the outer piston. On the up stroke a partial vacuum is formed in c4 and the upward movement of the flange b displaces the charge. which passes through the valves in the flange to a. /Vhen the outer piston again descends the charge is compressed in a prior to transfer through ports 6 and a new charge is drawn into a to be passed to a on the next up stroke. As the space a is completely swept out each up stroke, a more complete vacuum would be obtained on the down stroke andconsequently a greater volume of new charge drawn in than it the charge were drawn into a direct, which already contains a considerable volume of air and gas.

In Fig. 5, on the out stroke air and fuel are drawn through their respective ports into the space a and on the upstroke air only is drawn into a and at the same time the coin centrated charge in a is compressed to a higher degree than the contents of the cylinder A and is consequently injected; through the passage and automatic valve shown.

what I claim as my invention and desire to ecure by Letters Patent is 1- 1. In a two stroke internal combustion engine, a cylinder, an annular power piston within the cylinder and an inner power piston within the annular power piston, both pistons being acted on by the expanding gases to move them in the same direction but for a different distance and inlet ports controlled by one piston and exhaust ports by the other.

2. In a two stroke internal combustion engine, a cylinder, an annular power piston within the cylinder and an inner power piston within the annular power piston, exhaust port controlled by the annular piston and inlet ports controlled by the inner piston, connections from the annular piston and the inner piston to cranks arranged so that the pistons move in similar directions to open and close the exhaust ports in advance of the opening and closing respectively of the inlet ports.

3-. In a two stroke internal combustion engine, a cylinder, an annular power piston within the cylinder and an inner power piston within the annular power piston both working in the same direction, exhaust ports in the cylinder controlled by the annular piston and inlet ports in the annular piston controlled by the inner piston, a fiange on the" annular piston working in a closed enlarged portion of the cylinder to form a pump to supply air or explosive mixture direct from the pump to the. cylinder through inlet ports in the inner wall of the annular piston andcontrolled by the inner piston. l V

i. In a two stroke internal combustion engine,'a cylinder, an annular power piston vithin the cylinder and an inner powerpiston within the annular power piston both working in the same direction, exhaust ports near the middle of the cylinder adapted to be uncovered by the annular piston near the end of its outstroke to effect an efiicient clearing of the exhaust gases in a minimum of time and inlet ports in the inner wall of the annular piston adapted to be uncovered and covered by the inner piston at a suitable period after the opening and closing respectively of the exhaust ports.

5. In a two stroke internal combustion engine, having a cylinder and annular power piston within the cylinder and an inner power piston within the annular power piston, inlet and exhaust ports controlled one by each of the pistons and connections from the pistons to cranks so that the expansion of the explosive mixtures causes them to move in the same direction but for diiferent distances; two pump chambers formed one on each side of a flange on the annular piston working in an enlarged portion of the cylinder, ports in the wall of this enlarged portion of the cylinder controlled by the flange to admit air alternately to each of the pump chambers in one of which it is compressed and transferred to the working cylinder through the inlet ports while in the other it is compressed and utilized to convey the fuel to the working cylinder and a valve in the combustion head through which the fuel is injected after the inlet and exhaust ports are both closed.

6. In a two stroke internal combustion engine, having a cylinder and annular power piston within the cylinder and an inner power piston within the annular power piston, inlet and exhaust ports controlled one by each of the pistons and connections from the pistons to cranks so that the expansion of the explosive mixture causes them to move in the same direction but for different distances; the upwardly projecting inner wall of the annular piston to direct the new charge past the exhaust ports and the chamfered outer edge at the top of the outer piston to allow of ready escape of the exhaust gases.

7 In a two stroke internal combustion engine, a cylinder an annular power piston within the cylinder and an inner power piston within the annular power piston, ex-

haust ports in the cylinder controlled by the annular piston and inlet ports in the annular piston controlled by the inner piston, a two throw crank shaft having cranks one of which has a small lead over the other, connections from the leading crank to the annular piston and from the other crank to the inner piston, a flange on the outer surface of the annular piston working in an enlarged bore of the cylinder and an upwardly projecting lip on the annular piston to screen the exhaust ports.

In witness whereof I have hereunto set my hands in the presence of two witnesses.

GEORGE FREDRIG RAYNER.

l/Vitnesses FRANK W. PATTISON, O. J. WORTH.

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

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