US1219458A - Internal-combustion engine. - Google Patents

Description

C. V. HERBERT.

lNTERNAL COMBUSTION ENGINE. APPLICATEON FILED JAN. 30. I912.

1 ,21 9,458. Patented Mar. 20, 1917.

2 SHEETS-SHEET 1.

Fig. i- 33 C. V. HERBERT. INTERNAL COMBUSTION ENGINE. AiPLlCATiON FILED JAN-30,192- 1 219,458. Patented Mar. 20, 1917.

9 2 SHEETS-SHEET 2- Fig- 2- A TTORNEYJ WITNESSES:

omrroan v. HERBERT, on NEW Yoax, a. a.

mramvan-oomnus'rron' ENGINE.

/ Specification of Letters Patent. Patented Mimi. 2th, 191

Application filed January 30, 1912. Serial No. 674,246.

To all whom it may concern:

Be it known that residing at New York, in the county of New York and State ofNew York, have invented certain new and useful Improvements in Internal-Combustion Engines, of which the following is a specification.

This invention relates to internal combustion engines, and one of the objects thereof is to provide an engine of this type of increased eiiiciency. Another object is to provide in an internal-combustion engine, means whereby a greater amount of explosive mixture will be discharged into the cylinder before each explosion than it has been possible .to discharge therein in engines of this type as hitherto constructedl Another object is to provide means whereby the piston of an internal combustion engine on strokes other than its compression strokes, will operate to compress an explosive mixture which will thereafter be discharged into the explosion chamber before a compression stroke of the piston.

Another object is to provide improved means for discharging an explosive mixture under pressure into the explosive chamber of an internal combustion engine prior to the compression stroke of the piston.

Other objects will be in part obvious and in part pointed out hereinafter.

The invention accordingly consists in the I features of construction, combinations of elements and arrangements of parts, which will be pointed out hereinafter, and the scope of the protection contemplated will be indicated in the appended claims.

In the accompanying drawings wherein 'I have illustrated an improved form of embodiment of invention,

Figure 1 is a vertical sectional view taken through the engine, certain of the parts being shown in elevation, and

Fig. 2 is a view similar to Fig. 1 showing certain parts in a different position.

- Similar-reference characters refer to similar parts in both figures of the drawings.

Referring now to these drawings wherein I have illustrated a single cylinder of a four cycle engine, the numeral 1 indicates gen-' erally acasing, having the .usual water jacketing, wherein is 2 and the piston 3. The lower portion of the casing comprises a closed crank casing 4, and ournaled in the side walls of this I, CLIFFORD V. HERBERT,

of the by-pass 25. It

provided the-cylinder Slllft, a sprocket 32 casing, in suitable journal shown) is crank shaft 5. The crank 6 is mounted upon the shaft 5 and is provided with a crank pin 7 upon which is journaled one end of the piston seats 15 and 16, as is usual in gas engine construction, the means for operating these valves being omitted since it formsno part of my present invention.

Numeral 17 denotes a common form of carbureter which receives air and the liquid fuel through the ports 18 and 19 respectively, and 20 denotes a pipe carrying the carbureted mixture into the intake valve chamber 21; whence the mixture passes through the port 11 into the explosive chamber 10. .The exhaust passes out through the port-12 and into the exhaust valve chamber 22 and is discharged through the exhaust pipe 23. As is usual in four cycle engines, the valves 13 and 14 operate in alternation, each operating at every fourth stroke of the piston 3.

Leading from a point '24 near the lower end of the cylinder 2-, which point 24 is just below the lowest point reached by the piston 3, is a by-pass 25, said by-pass again entering the cylinder 2 at the point 26 just above the lowest point reached by the upperend of the piston 3 at the end of its downward stroke. This by-pass is controlled by a, rotary valve 27 mounted in a casing 28, said valve having a. cut-a-Way portion 29 of suflicient width to include the ports 29' and 30 will be noted that when the cut-a-way portion 29 of the valve 27 does not incl do both of the parts 29' and 30 of the by-pas 25, the latter is closed.

The rotary motion of the valve 27 is imparted, in the present instance, from the crank shaft 5, the driving connection including a sprocket 31 mounted upon the crank on the shaft 33 of the valve 27 and a chain 34, which is carried upon said sprockets. The sprocket 32 is intended to have a circumference double that bearings (not.

rod 8, the oppositeend of whlch is journaled upon the pin 9.

of ,the sprocket 31 so that the valve 27 will rotate at one-half the angular velocity of.

that of the crank shaft 5. I

Leading into the crankcasin'g 4 is 'a pipe 33 which is adapted to conduct a carbureted mixture into said casing, from the carbureter 36, similar to that shown at 17 and interposed' between the pipe 35 and the carbureter 36, is a check valve 37 which opens inward toward the crank casing, which valve is adapted toautomat'ically close under back pressure, as will be readily. understood. The details of construction of this check valve are not shown therein.

It will be noted that the piston 3 closes the by-pass at the point 26, at all'times save when it reaches its lowermost point.

Having thus described this illustrative embodiment of my invention, the operation thereof may now be understood.

It will be noted that the piston 3, when permost position on the up-stroke following an explosion, the operation is as follows Upon the downward stroke of the piston 3, the valve 13 will be opened permitting the piston to draw a carbureted mixture into the explosion chamber 10, and the descent of the iston will also operate to compress the car ureted'mixture inthe crank casin 4. The valve 27 as will be noted in Fig. 1, is in a position closed. When the piston reaches the limit of its downward movement, as shown in Fig. 2, the valve27 will have moved to the positlon shown in this last mentioned figure, whereby the by-pass 25 will be open, allowing the compressed carbureted mixture in the closed crank casing 4 to pass into the explosion chamber 10, the piston having opened the by-pass at the point 26, such carbureted mixture being added to the carbureted mixture which has previously been drawn in said explosive chamber by the descent of the piston. Thus there will be added to the mixture in the explosion chamber 10 such'quantity of the mixture in the crank casing 4 as will be sufficient to equalize the pressures in these two chambers. During the upward stroke of the piston 3, the carbureted mixture in the explosive chamber 10 is further compressed, the valve 27 having been moved to close the by-pass 25. The upward stroke of the piston also reduces the pressure of the mixture in the crank casing 4 below atmospheric pressure,

' crank casing 4, resulting wherebythe by-pass 25 is,

this instance,

whereby a further quantity of carbureted mixture will be drawn into the closed crank "there will be added to the carbureted mixture in the explosion chamber 10 a portion of the compressed carbureted mixture in the in the presence of explosive mixture under pressure in the explosion chamber 10 before the initial'movement of the compression stroke of the piston.

It is intended in practice to introduce lubricating-oil with the carbureted mixture in the crank casing. This will be accomplished by adding the lubricant to the liquid fuel-before it is introduced into the carbure ter 36. V

It will accordingly be seen that in' the present construction, there will be a greater quantity of carbureted mixture in the explosion chamber 10 than it has been possible to discharge thereinto in engines of this type as hitherto constructed, thereby increasing the operative efli ciency'of the engine for a given size cylinder, and it follows that the horse-power of. the engine will be correspondingly increased without increasing the size of the engine.

While theports 11 and 26 are each shown and described as being adapted for the sage of a carbureted mixture into the oomg pression chamber, it, however, is evident that one of these ports may be used for injecting only a quantity of pure air, if desired. In the gaseous mixture injected through the other pjort would preferably be of a relatively higher value so as to properly proportion the valueof the combined mlxture in the combustion chamber.

Wherever, therefore, and claims, the term fuel port is employed, it is intended to mean a ort of entrance for either one or both 0 the main constituents which mixture-for the combustion chamber.

As many changes could be made in the above construction and many apparently widely different embodiments of this invention could be made without departin from the 'scope thereof, it is intended t at all matter contained in the above description, or shown in the accompanying drawingshall be interpreted as illustrative and notfina limiting sense. I

It is also to be understood that the lanin this description go to make up a proper guage used in the following claims is intended to cover all of the generic and specific features of theinvention herein described and all statements of the scope of the invention, which as a matter of language, might be said to fall therebetween.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent, is:

1. In an internal combustion engine the combination with a cylinder, a piston movable in said cylinder, a crank shaft, a combustion chamber. at one side of said piston, a compression'chamber at the other side of said piston, a valve controlled fuel supply port at all times communicating with said combustion chamber, and a fuel supply passage extending from said compression chamber to said combustion chamber closed by ings therethrough said piston except when said piston is in one extreme of its movement, of means interposed in the length of said fuel supply passage for preventing passage of fuel therethrough into said combustion chamber upon some of the ,movements of said piston into its mentioned extreme position comprising a cylindrical casing having a pair of openspaced apart one communicating directly with said combustion chamber and the other communicating directly with said compression chamber, a constantly rotating member within said casing having a wall surface closing the mentioned openings through said casing during a portion of the rotation of said member, and having a part of the wall surface thereof cut away to establish communication between member, and means for the openings in the walls of said casing during another portion of the rotation of said rotating said member.

2. An internal combustion engine, comprising a cylinder having a combustion chamber therein, and having an inlet port opening through the wall of the combustion chamber, a piston movable in said cylinder to draw a quantity of fuel into the combustion chamber through said inlet port by the outward movement of the piston, a compression chamber at the outer side of said piston, within which a second quantity of fuel will be compressed by said outward movement of the piston, a second inlet port opening through the wall of the combustion chamber, means forming a passage between said compression chamber and said second inlet port, said second inlet port opening into said combustion chamber in such a position as to be kept covered by the piston except when the piston is in its outermost position, and means whereby said passage is maintained closed at all times except upon alternate movements of the piston into said outermost position.

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

CLIFFORD V. HERBERT.

Witnesses NATHALIE THoMPsoN, HELEN HENRY.

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