US1208805A - Two-cycle gas-engine. - Google Patents

Description

R. F. LONABERGER & C. R. BALMER. TWO-CYCLE GAS ENGINE. APPLICATION FILED APR. 6. 1915.

1308505. Patented De-0.19,1916.

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TWO-CYCLE GAS ENGINE. APPLICATION FILED APR. 6. 19 15.

Patented Dec. 19,1916.

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CALVIN R. BALMER, 0F READING, PENNSYLVANIA, T0 JACOB W. EASTERLINE, OF READING, PENNSYL- TWO-CYCLE GAS-ENGINE.

Specification of Letters Patent.

Patented Dec. 19, 19116.

Application filed April 6, 1915. Serial No. 19,436.

To all whom it may concern:

Be it known that we, ROBERT F. LONA- BERGER and CALVIN R. BALMER, both citizens of the United States, residing at Reading, in the county of Berks and State of Pennsylvania, have invented certain new and useful Improvements in Two-Cycle Gas-Engines, of which the following is a specification.

Our invention relates to two-cycle internal combustion engines, and particularly to that type in which axially alined working and pump cylinders are employed; and it con- 'sists mainly in improved mechanism for advantageously controlling the infiowing and discharging gases, as hereinafter fully described in connection with the accompanying drawings, the novel features being pointed out in the claims.

Figure 1 is a central. vertical section through one of the working-and-pump cylinders, being on the line 1-1 of Fig. 2. Fig. 2 is a sectional plan view, taken on the line 2-2 of Fig. 1. Fig. 3 is a. cross-sectional view of the intake-valve and its cage, taken on the line 33 of Fig. 2; and Figs. 4 and 5 are similar views of the bypass-valve and its cage, taken on the lines H and 55 respectively of Fig. 2. Figs. 6 and 7 are separate views of the rotary bypass and intake valves respectively; each being shown in central longitudinal section.

A represents the main engine shaft, suit-' ably mounted in a crank casing B, upon which is secured a pair of working-andpump cylinders, marked C and C respectively; the parallel axes of the cylinders being perpendicular to the shaft A. As shown each of this pair of cylinders, G, C, is of the well known type comprising a working portion 5 and an enlarged coaxial pump a Working piston 7 in the cylinder 5, extending into the pump cylinder 6 and having an enlargement therein forming a pumping-piston 8 for the annular pumping chamber 9. One of these workingand-pump pistons of cylinder C is shown in fully lowered position with its piston rod 10 conmcted to a crank pin 11 of the shaft A, while the other is indicated, by dotted incs, in its fully raised position in the other cylinder C.

Our invention consists primarily in improved mechanism for advantageously controlling the supply of gas from the carbureter to the respective cylinders, and the 'eac end thereof .gine shaft A from proper discharge of the products of combustion therefrom, as embodied in preferred form in the drawings, as hereinafter specifically described; the construction shown providing also for jointly water-jacketing the working cylinders and the gas-control mechanism so as to advantageously preheat the charges supplied to the working cylinders.

his gas-control mechanism, as shown, comprises separate intake and bypass valve housings or cages, marked D and E respectively. One of these cages, D, is provided with a carbureter connection 15,- and serves, with its valve, to control the supply of gas to the annular pumping chambers 9, 9 of the respective pumping cylinders; while the other,

receives the initially compressed gas from said pumping cylinder and controls its supply to the respective working cylinders 5, 5.

hese cages are shown as cylindrical in form, each being adapted for the reception of a hollow rotary valve, F and G respectively; and they extend along the line of junction of the working and pump portions of said cylinders, on opposite sides thereof as indicat-ed, so as to permit of conveniently providing communication between each valve cage and the respective cylinders.

The intake-valve cage D is provided near with a port 20 or 20*, leading through port 20 or 20 into the adjacent annular pumping chamber 9, and these cage ports are opened and closed at proper times by the hollow rotary intake valve F, which receives the flow from the carbureter through openings 22 and is provided with a. registering port or ports 21, 21 at each end. As illustrated there are two oppositely arranged ports 21 or 21 at each end of the valve F, the speed of rotation of the valve being reduced relative to the enwhich it is driven, so as to deliver to each pumping chamber at each half-rotation of the valve. This slowing up of the valve F permits the intake ports to be advantageously held open during the descent of the pumping piston 8.

The bypass-valve cage E, and its hollow rotary valve G, are similar in general'form and arrangement to the intake-cage D and its valve F; but they are adopted to bypass the initially compressed gas from the pump chamber of each cylinder into the working chamber of the other cylinder, through the hollow valve G which serves as a temporary reservoir for each passing charge. The ports 25, 26 from one pumping chamber 9, permit passage of gas therefrom into the hollow valve G when the port 27 of the latter, is turned into re ister therewith; and this gas is passed from the valve chamber into the lower end of the working chamber of the other cylinder, through ports 28, 29, when the valve port 30 is turned into register with the latter, as further referred to hereinafter. Each working cylinder 5 is pro-- vided with a top exhaust passage 35, the opening and closing of which are definitely timed by a valve 36, which is positively operated in unison with the piston movements, through the medium of a cam-carrying shaft 37 as indicated.

The working portion of each cylinder, as shown, is provided with an encircling waterjacket 40 as usual. In order to utilize the heat imparted to the water by contact With these working cylinders, we also form each valve housing or cage with its own water jacket, 41 (ii-41, surrounding the cylindrical valve-containing portion thereof; and we arrange these cage jackets in communication with the cylinder jackets 40, as indicated at 42, 43, so that the water is circulated around the housings of the hollow rotary valves in which the charging gas is temporarily con tained.

As shown in Fig. 1 the near working-andpump piston 78 has been moved to its lowest position in the working-and-pump cylinder G. The pump piston 8 has drawn a full charge of gas into the annular pumping chamber 9; through the connection 15 from the carburetor; into the hollow-valve 1* through openings 20; and through one of the valve ports 21 and the cylinder port 20*, into the chamber 9, the port 21 being now closed (Fig. 1). This indrawn gas, somewhat heated during its passage through the water-jacketed intake-valve F and its housing D, is compressed by the rising of the piston 8 in the annular chamber 9, and is admitted into the central chamber of the rotary bypass-valve G through the fixed ports 25, 26 and the valve port 27; the valve being turned so that said ort will re ister with ports 25, 26 only after a partia rising movement of the piston (approximately 47 of rotation of the crank shaft) to initially compress-the charge contained therein. This valve port 27 in passing the fixed port 26, which latter partially extends around the valve G as shown provides a considerable time (approximately 133 of rotation of the crank shaft) for the charge to pass into the central chamber of the valve G. While the piston in cylinder C is moving upward and filling the chamber of valve G with-acharge as described, the raised piston in cylinder C (indicated by dotted lines in Eig.-1)is moving downward correspondingly so as to be ready for the delivery of this charge above it through valve port 30 and fixed ports 28*, 29 The port 30 does not open until the inlet port 27 from the cylinder C has passed over the greater part of its fixed port 26 (approximately 86 of rotation of the crank shaft), this movement allowing time to compress and store up the charge in the chamber of valve G. The port 30 then opens to the working chamber 5 of cylinder C through fixed ports 28, 29, While inlet port 27 is closing, the two being open togetheronly until the. port 30 is in full register with-port 28 (approximately 47 of rotation of the shaft). The port 30 remains open for a time, after the closing of the inlet valve port 27 (approximately 47 of rotation of the crank shaft), thus giving time to transfer the entire compressed charge from the valve G to the chamber 5 of the cylinder C. Upon the closing of the port 30 the inlet port 27 opens through ports 25, 26, admitting the charge of gas to the interior of valve G from the pump chamber 9 of cylinder C the piston in the latter having partly risen to initially compress the charge. The valve G then compresses, stores and discharges this charge, through valve port 30, and fixed ports 28, 29 to the working chamber 5 of cylinder C in the manner just described for the compressing, storing and discharging of the charge of gas into the Working portion 5 of cylinder 0. The valve G- is rotated at crank shaft speed and for each revolution, receives, stores and discharges a measured charge of gas to each working cylinder. As the fresh charge enters from the bypass valve, the products of the preceding combustion are permitted to escape through the top exhaust passage 35, the valve 36 being positively held open, by proper adjustment of its operating means, until the burnt gases have been forced out by the heavier new gas, thus insuring maximum eiiiciency. The circulation of the cooling medium which surrounds the working cylinders, around both the intake and bypass valves also, serves to satisfactorily preheat the new gas during its passage to the working cylinders. The positive control of the inflow of gas into the Working cylinders by the bypass valve, independently of the piston movement pastthe inlet port- 29, prevents harmful action and leakage incident to dependence upon the piston for cut oil". The separate intake and bypass valves, and the properly timed coiiperating exhaust valve, permit of securing most advantageous full control and eifective results.

The preferred construction described may I having intake-valve and bypass-valve housings arranged on opposite sides of the cylinders and each provided with independent ports and passageways to the respective pump cylinders and the bypass-valve housing provided also with separate ports and passageways to the respective working cylinders, and valves in said housings arranged to cooperatively control the several ports.

- 2. In a two-cycle internal combustion engine, a pair of working-and-pump cylinders having separate intake-valve and bypassvalve housings oppositely arranged in line with the unctions of the working and pump portions of said cylinders and each provided with separate ports to the respective pump cylinders and the bypass-valve housing provided also with separate ports to the respective working cylinders, and valves in said housings arranged to cooperatively control the several ports.

3. .In a two-cycle internal combustion en-- gine, a pair of working-and-pump cylinders having separate cylindrical intake-valve and bypass-valve housings arranged on opposite sides of the cylinders and each provided with separate ports to the respective pump cylinders and the bypass-valve housing provided also with separate ports to the respective working cylinders, and cylindrical rotary valves in said housings each having a central chamber with openings therefrom arranged to register with the several ports.

4. In a two-cycle internal combustion engine, a pair of working-and-pump cylinders having separate cylindrical intake-valve and bypass-valve housings arranged on opposite sides of the cylinders and each provided with separate ports to the respective pump cylinders, and the bypass-valve housing provided also with separate ports to the respective working cylinders, and cylindrical rotary valves in said housings each having a central chamber and openings therefrom adapted to register at determined intervals with the ports to the respective cylinders.

5. In a two-cycle internal combustion engine, a pair of working-and-pump cylinders each provided with a valve-controlled inlet to the pump portion thereof on one side of the cylinders, a cylindrical valve housing on the opposite side of said cylinders having separate openings communicating with the working and pump portions of each cylinder, and a rotary cylindrical valve in said housing having a central reservoir chamber and ports controlling communication between the latter and the respective working and ump cylinders.

6. n a two-cycle internal combustion engine, a pair of working-and-pump cylinders having valved inlets to the pump portions thereof on one side of the cylinders, a cylindrical bypass-valve housing 011 the opposite side of said cylinders having independent ports and passageways to the respective working and pump portions of each cylinder, a cylindrical rotary valve in said housing forming a central reservoir chamber and provided with openings adapted to register at determined intervals with the ports to the respective cylinders.

7. In a two-cycle internal combustion engine, a pair of working-andpump cylinders having separate intake-valve and bypassvalve housings each provided with separate ports to the respective pump cylinders and the bypass-valve housing provided also with separate ports to the respective working cylinders, and valves in said housings arranged to cooperatively control the several ports; the heads of said working cylinders being provided with exhaust openings having exhaust valves, and said valves being positively actuated in accord with said reservoir valves.

8. In a two-cycle internal combustion engine, a pair of working-and-pump cylinders having separate cylindrical intake-valve and bypass-valve housings arranged on 0pposite sides of the cylinders and providedwith ports to the several cylinders, and communicating water jackets for said working cylinders and valve housings.

9. In a two-cycle internal combustion engine, a pair of working-and-pump cylinders having separate 'cylindrical intake-valve and bypass-valve housings oppositely arranged in line with the junctions of the working and pump portion of said cylinder and provided with ports to the several cylinders, and communicating water jackets for said working cylinders and valve housings.

10. In a two-cycle internal combustion engine, a pair of working-and-pump cylinders having separate cylindrical intake-valve and bypass-valve housings each provided with separate ports to the respective pump cylinders, and the bypass-valve housing provided also with separate ports to the respective working cylinders, and hollow rotary valves in said housings arranged to cooperatively control the several ports, said intake valve being rotated at half the speed of said bypass valve.

In testimony whereof we aflix our signatures.

'ROBERT F. LONABERGER.

CALVIN R. BALMER.

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