US1209989A

US1209989A - Internal-combustion engine.

Info

Publication number: US1209989A
Application number: US4412515A
Authority: US
Inventors: Ernest Edward Edgar Mullin
Original assignee: Individual
Current assignee: Individual
Priority date: 1915-08-06
Filing date: 1915-08-06
Publication date: 1916-12-26
Anticipated expiration: 1933-12-26

Description

Patented Dec. 26,1916.

3 SHEETS-SHEET l- E. E. E. MULLIN.

INTERNAL-COMBUSHON ENGINE.

APPLICATION FILED AUG.6| 1915- Inventor Attorneys E. E. E. MULUN.

INTERNAL COMBUSTION ENGlNE. APPLICATION FILED AUG.6,19I'5.

Patented Dec. 26,1916.

3 SHEETSSHEET 2.

/fiZ in: ca. PNm'D-Llrmz. WASNING n7N. D, C

E. E. E. MULLIN.

INTERNAL COMBUSTION ENGINE. APPLICATION FILED Aue.6.1915.

s SHEETS-SH=EET s Patented Dec. 26

PE, n...

II'IIIIMI LII W/T/VESS;

ms "owns psrzus co.. Puma L/rnn ,wAxHlNuraN, n.'r:

.WTTEE @TA ERNEST EDWARD EDGAR'IVIUL-LIN, OF NEAR CHORLEY, ENGLAND.

INTERNAL-COMBUSTION ENGINE.

Specification-0f Letters Patent.

PatentedDec. 26, 1916.

ApplicationfildAug'ust 6, 1915- Serial No. 44125.

ToaZZ whom 2'2? may concern Beit known that I, ERNEST ED\VARD'ED' GAR Mun-LIN, a subject of the King of Great Britain, residing at Manor House, VV'hitt-le-' le-lVoods, near Chorley, Lancashire, England, have invented certain new and useful- Improvements in Internal-Combustion Ention, reference being bad therein to the accompanying drawings.

This invention comprises certain improvements in or relating tointernal combustion engines, and it has for its object a simple construction of two-stroke internal combustion engine.

A further object is to construct with such type of engine a rotary internal combustion engine-- which is also of simple construction and particularly-adapted for use with a light can In theaccompanying'drawings, Figure 1' is a section through the piston chamber and connecting rod casing on line 00 cc of Fig; 2, looking in the direction of arrow a, of an engine constructed according to the present invention; Fig. 52- is a section online 00 m of Fig; 1. Fig. 3 is aside elevation of the piston detached. Fig. 4: is a section online :czc of Fig. 3; Fig. am a sideelevation of the engine viewed from the connecting rod casing side; the side being removed to show the .interior of the casing. Fig. 6 is a section on line'ao r of Fig; 5. Fig. 7 is a central longitudinal sectional View ofamuL tiple cylinder rotary engine constructed in accordance with the present invention, one cylinder only being shown. Fig. Sisaface view of the interior of the crank chamber; Fig. 9 is a side view of a one point distributer mounted on the driving shaft of'the engine, and Fig. 10 is a view ofthe plp'e connecting the exhaustring and exhaust port;

, According to a convenient embodiment of the presentinvention the piston cylinders or chambers 1, as seen in longitudinal section, are curved, and of rectangular cross section, and the piston 2 is mounted on the sl1at3 to have an oscillatory movement in such cylinder.

The boss a of thepiston, fixedly mounted on the pivot shaftB, isdesigned to forman oscillating sleeve valve 5. Such sleeve is a gas tight sliding fit in the small cylind'rical chamber of the curved cylinder, through which cylindrical chamber the e'Xhaustport 6 and inlet port 7 pass, respectively, on each side of the central transverse plane of the cylinder.

Ports

8 and 9 are formed in the saidsleeve valve 5 on each side of the piston for, respectively, during the working of the piston, registering with the aforementioned ports 6 and 7, whereby gas may be drawn through the inlet port, and exhaust gases driven out" through the exhaust port.

For lubricating the sleeve any suitable oil feed may beincorporated preferably by way of a duct 10 passing through the wall of the cylinder.

The cycle of operations is as follows: Upon the compression stroke of the engine a partial vacuum is created on the inlet side of the piston, until the ports 7 and 8 in the sleeve and cylinder register with one another, when combustible gas is sucked into the cylinder. Upon the working or firing stroke of the piston the gas is compressed, but as the piston'nears the end of the working' stroke, the compressed gas rushes by way of the by-pass 11, located in the lower wall of the cylinder, into-the forward or ignition side of the cylinder, the said port preferably comprising: a trough shaped depression in the wall of the cylinder. The space on the inlet side of the piston should be such that too high a compression is avoided.

The inrushinggases are adapted to sweep the exhaust gases from the cylinder, the sleeve having opened the exhaust port. For this purpose a lip or flange 12 is provided on the piston, which lip is adapted to deflect the inrushing gas so as to obtain as complete ascavenging action as possible.

To transmit the drive to the crank shaft an arm 14: is keyed to the piston shaft 3, which arm 14 is linked with the crank pin 15 by the. connecting rod 16. Such links are conveniently inclosed in a casing 21', which in this embodiment forms the support for the cylinder. The cylinder comprises two side plates 18 and 17 having respectively

bosses

20 and 19 which are bushed to provide bearings for the shaft .3. The boss 19 on plate 17 is bolted to the casing 21, such end plate being conveniently welded on the cylinder; The plate 18 is bolted in position, a packing 21 being used for giving a gas tight joint.

'The'side of the piston sweeping over the plate 18' is' fitted with a packing strip 22 which is pressed outwardly by springs 23 secured in position in the groove 24. packing-25 is also 'fitted on the end'of the inclusive is adapted for use with a motor cycle and in such an example the casing 21 is provided with a removable plate 26; and on the cylinder side of the casing a cylindrical extension 27, or crank shaft chamber, is cast integrally therewith. The sides of this chamber are bushed to provide bearings for the crank shaft, the outer side comprising a removable plate 28.

As a convenient means of attaching the engine to the cycle frame lugs 29 are cast on the chamber 27, while the silencer casing 31, conveniently formed integrally with the casing 21, has also lugs 30 cast thereon,

such lugs

29 and 30 being bolted to lugs of the cycle framing.

On the end of the crank shaft 32 the fly wheel 32 is secured, and to the boss of such fly wheel a chain sprocket 33 is fixed, which sprocket may for instance transmit the drive to the gear box. A chain sprocket 34 is mounted on the crank shaft inside the chamber 27, and this sprocket is adapted to drive the magneto which may be positioned as by lugs 35. If desired this sprocket may be fitted on the boss of the fly wheel. The cylinder is provided in this embodiment with the necessary cooling fins, particular attention being given to fins at the junction of the casing forming the bearing of'the valve, and the body of the cylinder. 7

If necessary to better effect the lubrication of the outer end of the piston, lubricant may be supplied by an automatic sight fed by way of the inlet pipe. The coolin of the cylinder is also more efficiently e ected in virtue of the gases drawn into the cylinder and retained under compression during the working stroke of the piston. Further the moving parts are considerably lighter than those of an ordinary engine in which the piston has a reciprocating linear movement, thus enabling a higher speed of rotation to be obtained.

The engine afore described may be reversed as by slowing up and advancing the ignition; thus giving the engine a wider scope of usefulness, and enabling the engine to be used for marine work. The engine described is also particularly adapted for use in the construction of a rotary engine. According to a convenient form of such an embodiment, three cylinders 1, of the construction set forth, are secured to a disk 36, which disk is located on the end of a sleeve 37 rotatably mounted on the stationary crank shaft 38. One end of the rocking piston shafts 3 projects through the disk 36 and on each of such projecting ends a crank arm 39 is keyed. Rotatably mounted on the crank pin 40 of the stationary crankshaft 38 is a member having three arms, the arm 41 of which forms connecting rod pivotally jointed direct to the aforementioned crank arm 39 of one of the cylinders, the other two arms 42 being shorter and connected to the respective arms by connecting rods 43. The said disk 36 is flanged at the outer pe riphery, and to such flange a disk 44 is bolted and thus forms a chamber 45inclosing the connecting rods. The latter disk 44 is bossed at the center and has secured thereto the driving shaft 45*.

. To provide for the supply of carbureted air to the cylinders 1 an annular chamber or conduit 46 is secured to the end of the sleeve 37 aforementioned, one side being bolted to the sleeve, and the other having a flanged central opening concentric with the shaft 38. This flange 47 is rotatably mounted, internally, in a cylindrical member 48 which is fixedly mounted in relation to the crank shaft the outer end of such member being closed, and an inlet 49 being provided for the carbureted gas. The gas thus passes, assisted by centrifugal force, by way of the latter opening in the annular chamber 46, and then in to the combustion chambers by way of pipes 50 which span the space between the annular chamber and the respective cylinders.

The exhaust pipes 51 leading from the cylinders 1 are bolted to an annular chamber 52, circular in cross section, forming the exhaust, such exhaust surrounding the inlet chamber 46 The exhaust ases pass from such ring by 7 preferably t ree transverse passages 53 therein, which passages are directed away from the direction of rotation of the ring, whereby the exhaust is assisted by an-injector like action. 7

According to one form of lubricating the moving parts in the crank chamber 45 afore* mentioned, oil is placed in such chamber to a predetermined height when the engine is stationary. By virtue of the centrifugal force the oil is, when the engine is running retained around the eriphery of the crank chamber. The oil is ed to the central bearing by means of a pipe 54 fixed to the crank arm pin 40 and adapted at its outer end 55 to scoop up the oi when the engine is running. The oil thus fed to the center is by centrifugal force directed outwardly and thus lubricates all the bearings in the crank chamber. To lubricate the bearings away from the crank chamber a hole may be drilled centrally of the shafts 3, one end being open to the crank chamber and the other leading to the cap, which cap acts as a reservoir supplying the gearing with oil.

A drip feed lubricator 56 is adapted to supply oil to the member 48, the oil being passed-to. the cylinders with the carbureted gas. The drip feed lubrieator is'mounted on the cylindrical member 48 so as to lubricate the bearing surfaces of such member 48 and the annular inlet chamber L6.

The sleeve 37 is mounted on two sets of ball hearings on the crank shaft, the space between the bearings being filled with grease which lubricates such bearings and prevents oil being sucked along the crank shaft from the crank chamber A5 to the said annular gas inlet chamber 46.

A magneto is driven from the driving shaft, and a two cylinder magneto is conveniently used and run at one and a half times the engine speed, thus giving three sparks per engine revolution. The current is fed to a one point distributer 57 which facilitates starting up, as by virtue of the speed of the magneto when the engine is running slow an effective spark is produced. The high tension cables 58 from the sparking plugs to the distributer may be covered by a suitable casing, which to prevent lashing may be fastened by screws to the crank chamber 4z5,or the bare wires may be taken over insulating material where it would otherwise contact with the crank chamber, and then be drawn taut.

It will be seen that with the present improvements the use of gearing and valves may be dispensed with, as also the case with a fly wheel and water cooling, the weight of the cylinders functioning as a fly wheel and the movement of the cylinders efiecting the necessary cooling action. Again the latter engine, being equivalent to a six cylinder four stroke ordinary engine, gives a very even torque which is specially adapted to a friction drive.

Claims.

1. A two stroke internal combustion engine comprising a pivotally mounted piston, a piston chamber within which the piston oscillates and which has on one side a cylindrically shaped chamber within which the piston is pivoted, a sleeve valve on the piston which fits in said cylindrical chamber, an exhaust port and an inlet port in the wall of such cylindrical chamber, a port in the sleeve valve on one side of the piston for placing the exhaust port in Communication with the space on one side the piston, and a port in the sleeve valve for placing the inlet port into communication with the space on the other side of the piston, substantially as set forth.

2. A rotary multiple cylinder internal combustion engine comprising a plurality of pivotally mounted pistons, a piston chamber for each of such pistons within which the piston oscillates and which has a cylindrically shaped chamber within which the piston is pivoted, a sleeve valve on the piston which fits in said cylindrical chamber, an exhaust port and an inlet port in the wall of such cylindrical chamber, a port in the sleeve valve on one side of the piston for placing the exhaust port in communication with the space on one side the piston, and a port in the sleeve valve for placing the inlet port into communication with the space on the other side the piston, rocking shafts on which the pistons are mounted, a rotary mounted support for said piston chambers, a stationary crank shaft, and crank arms and connecting rods connecting the rocking shaft and crank shaft, substantially as set forth.

3. A rotary multiple cylinder internal combustion engine comprising a plurality of pivotally mounted pistons, a piston chamber for each of such pistons within which the piston oscillates and which has a cylindrically shaped chamber within which the piston is pivoted, a sleeve valve on the piston which fits in said cylindrical chamber, an exhaust port and an inlet port in the wall of such cylindrical chamber, a port in the sleeve valve on one side of the piston for placing the exhaust port into communication with the space on one side of the piston, a port in the sleeve valve for placing the inlet port into communication with the space on the other side of the piston, and a conduit rotating with the piston chambers for passing the combustible gas to the inlet ports, substantially as set forth.

A. A rotary multiple cylinder internal combustion engine comprising a plurality of pivotally mounted pistons, a piston chamber for each of such pistons within which the piston oscillates and which has a cylindrically shaped chamber, an exhaust port and an inlet port in the wall of such cylindrical chamber, a port in the sleeve valve on one side of the piston for placing the exhaust port into communication with the space on one side of the piston, and a port in the sleeve valve for placing the inlet port into communication with the space on the other side the piston, rocking shafts on which the pistons are mounted, a rotary mounted support for said piston chambers, a stationary crank shaft, crank arms and connecting rods connecting the rocking shaft and the crank shaft, a conduit rotating with the piston chambers for passing the combustible gas to the inlet ports from a stationary intake, and a rotating exhaust tube connected to the exhaust ports.

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

ERNEST EDWARD EDGAR MULLIN.

Witnesses:

H. J. D. Sroxns, JOHN MILROY.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. 0.