US1253630A - Internal-combustion engine. - Google Patents

Description

A. L. RIKER.-

INTERNAL COMBUSTION ENGINE.

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INTERNAL CONBUSTION ENGINE.

APPLICATION FILED APR. Il, l9l0.

Patented Jan. 1', 1918.

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A. L. RIKER.

NTERNAL COMBUSTION ENGINE.

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.ANDREW L. BIKER, 0F BRIDGEPORT, CONNECTICUT, ASSIQNOIt TO THE LOCOMOBILE COMPANY OF AMERICA, 0F NEW YORK, N. Y., A CORPORATION 0F WEST VIRGINIA.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Jan. i5, iill.

Application filed April 11, 1910. Serial No. 554,592.

To all whom it may concern.'

Be it known that I, ANDREW L. BIKER, a citizen of the United States, and a resident of Bridgeport, in the county of Fairfield and State of Connecticut, have invented an Improvement in Internal-Combustion Engines, of which the following description,

' in connection with the accompanying drawings, is a specification, like letters on the drawings representing like parts.

This invention relates to internal combustion engines and consists in improvements both in the operation and construction thereof.

rll`he invention will be best understood by reference to the following description when taken in connection with the accompanying illustration of one specific embodiment thereof, the scope of the invention being particularly pointedA out in the appended claims.

In the drawings:

Figure 1 is a vertical, sectional elevation taken through a cylinder and the crank casing of'a multiple cylinder engine embodying one form ofthe invention;

Fig. 2 is a detail in vertical section representing a portion of the means for opening the admission valve;

Figs. 3 to 6 inclusive are vertical sectional views similar to Fig. 1 but on a smaller scale and representing different positions assumed by the parts during one complete cycle of operations:

Fig. 7 is a view similar to Fig. 1 but representing a slightly modified form of the invention; and

Fig. 8 is a transverse section taken upon the line 8-8 of Fig. 7.

Referring to the drawings and to that embodiment of my invention herein selected for illustrative purposes, I have there shown the construction of one cylinder of a four cylinder engine. This engine is illustrated as of a size and form suitable for automobile use but it is thus shown for illustrative purposes only, the invention being independent of the form, type or size of the engine employed and also independent of its utilization in an engine having either a single cylinder or aplurality of cylinders.

The engine is shown as supported upon the crank casing 1 in which is suitably journaled the engine crank shaft 2 having a crank and crank pin connection 3 to the piston rod l which latter has a trunk connection to the cylinder piston 5. The piston is adapted to reciprocate within a suitable and preferably upright cylinder 6, the latter being herein shown surrounded by the usual water jacket 7 and having its end closed by an appropriately shaped head 8, in which latter is fitted the usual ignition apparatus 8. The latter may be of any suitable nature, but herein is of the jump-spark type having electric connections to a suitable high potential source of current.

While my invention, as to certain of its features is not limited to the type of engine employed, the particular form of engine shown is constructed to operate upon the Otto or four-cycle principle and presents features of novelty in its mode of operation, particularly in respect to the introduction of the fuel charged air into the working cylinder of the engine and the discharge of the spent gases therefrom.

Designed to coperate particularly with this type of engine, b ut having also useful application to engines which are functionally and constructionally quite different from the one described, there are provided various features of novelty to be hereinafter more particularly pointed out.

I contemplate the provision of a sleeve valve telescoping with the cylinder either interiorly or eXteriorly thereof, but preforably interiorly, and controlling the exhaust of the spent gases in any suitable manner. The admission of the fuel mixture is controlled in any suitable manner, but preferably otherwise than by the said sleeve valve.

In the embodiment of my invention herein shown, I have illustrated for the purpose an admission valve 9 of the mushroom type and positioned at the head end of the cylinder to open inwardly. Herein I have shown the upper end of the head 8 as threaded to receive a sleeve 10 whose lower edge forms a seat for the head of the valve 9. The stem 11 of the valve is received for sliding movement within a socket 12 formed in a transverse web 13 of the sleeve 10. rlFhe upper head and the web' 13 with a collar 14 held in place in any suitable manner, as by means of a pin 15. Between the collar 14 and web 13 is a spiral spring 16 tending normally to hold the valve against its seat.

The admission valve may be operated 1n any suitable manner and within the scope of my invention, it may be opened by .the suction of the piston upon its charging stroke. Preferabl however, the valve is positively operate and herein lfor the purpose I have represented a combined cam and crank shaft 17 driven by gear 18 thereon and pinion 19 on the crank shaft 2 at the ratio of 2 to 1 that is to say, two rotations of the crank shaft 2 to one of the shaft 17 The said shaft 17 is provided with a cam 20 shown also in Fig. 2 and adapted to engage and elevate a roller 21 pivoted upon the lower end of a rod 22, the upper end whereof is pivotally connected to a lever 23 pivoted at 24 upon any suitable part of the en 'ne and having upon its opposite end an adJusting screw 25 bearing upon the upper end of the valve stem 11. The rod 22 is lguided at its lower end by a sleeve 26 mounted in a suitable part of the engine cylinder.

Itwill be apparent that the elevation of the rod 22 by the cam 20 uponthe shaft 17 opens the admission valve 9 and that upon the further rotation of the said shaft 17 the cam 20 passes from beneath the roller 21 and permits the spring 16 to -close the said valve.

In the present embodiment of my invention the sleeve valve 27 controlling the exhaust, is mounted within the cylinder 6 between the same and piston 5, and is preferably operated by a crank rod 28 connected to a crank 29 upon the said combined cam and crank shaft 17. It is, of course, apparent that the said valve may be operated in any other suitable manner.

The exhaust pipe for the spent gases is represented at 30 and is in communication at one or more points with a preferably annular chamber 31 that may, and preferably does, wholly encircle the cylinder 6 and l preferably near the head end thereof. I preferably provide one or more openings peripherally extended so as to afford escape of the exhaust gases substantially entirely about the cylinder, although it will be apparent that the exhaust port or ports may be of the extent found suitable for each proper type of engine. Herein I have indicated four exhaust ports 32 spaced by portions 33 of the wall of the cylinder.

It will be apparent that the head of the cylinder depends into the same as indicated at 34 and that it is spaced therefrom to provide an annular chamber 35 within which the upper end of the sleeve valve 27 reciprocates.

A complete cycle of operation of that em- 1,25a,eso

commenced its downward movement so as to bring its port or ports 36 below and out of register with the exhaust ports 32. This position of the parts is shown in Fig. 3. Immediately upon the commencement of the suction or charging stroke of the piston 5, the cam 20 opens the valve 9 and the saine is closed at about the termination of the charging stroke of the piston and said valve Aremains closed until the cycle of operations has been completed. As previously stated, the sleeve valve 27 begins its downward movement slightly before the commencement of the suction stroke of the piston and the port or ports 36 of the said sleeve valve are not again brought into register with the exhaust port or ports 32 of the cylinder until about the commencement of the exhaust or scavenging stroke of the piston. In Fig. 4, the piston is represented as at the end of the suction or charging stroke, the admission valve 9 then -being closed. In Fig. 5, the piston is represented as at the end of its compression stroke and about to commence its power stroke. In this position of the piston both the admission and the exhaust valves are closed. In Fig. 6, the piston is represented as at the end of its power stroke and about to commence its exhaust or scavenging stroke. During the said exhaust or scavenging stroke ofthe piston, the sleeve valve 27 is open and at the termination of said stroke the said sleeve valve has completed its upward movement and commenced its downward movement, so as to bring its port or ports 36 out of register with and below the port or ports 32 of the cylinder, thus completing one cycle of operations of the engine.

In Figs. 7 and 8, I have represented a slightly modified form of admission valve and a slightly different means for operating the same. In said ligure, the head 8 of the cylinder is formed as a ring. or annulus, thereby providing a seat into which is threaded a sleeve 37. I have herein shown the upper end of said sleeve as provided with a head 38 having an outer flange 39. A packing rin 40 is preferably interposed between said ange and the upper end of the head 8. The said sleeve is here shown as threaded for only aportion of its length, the lower end of said sleeve being tapped into the head 8. The sleeve 37 is provided with an inner cylindrical wall 41 the opposite sides of which are cut away as shown in Fig. 8. This wall depends from the head 38, is suitably spaced from the outer wallof flanged rim 43 from the seat 42 and opens.

the space in the cylinder below the seat to the space above the same, thus opening the valve and admitting fuel mixture into the cylinder.

Any suitable vmeans may be employed to operate the admission valve. I have herein shown means similar to that represented in Fig. 1. The body of the valve is provided with a stem 44', which is provided with a link 45 pivoted to alever 46 mounted at 47 upon the frame of the engine and pivoted at 48 to a connecting rod 49, the lower end whereof contacts with a cam similar to that represented in Fig. 2. In order to keepthe lower end of the connecting rod 28 in contact with its cam, I have herein' represented a coiled spring 50 surrounding said rod and interposed between a lug 51 projecting from the cylinder collar 52 upon the shaft'. It will be apparent that the construction and manner of operation of the admission valve may be varied widely within the scope of my invention.

In the form of engine shown in Figs. 1 and 7, the head of the cylinder is provided with a water jacket 53.

The cycle of operations of the engine shown in Figs. 7 and 8 is the same as that illustrated in Figs. 1 to 5 inclusive.

Having thus described one illustrative embodiment of my invention, I desire it to be understood that although specic terms are employed, they are used in a generic and descriptive sense and not for purposes of limitation, the scope of the invention being set forth inthe :following claims.

Claims.

1. An internal combustion engine comprising in combination, a cylinder, a piston reciprocable therein, a sleeve between said piston and said cylinder and also reciprocable in said cylinder and controlling only the exhaust therefrom and a valve distinct from said piston for controlling the admission.

2. An internal combustion engine comprising in combination a cylinder, a head projecting into and fixed with relation thereto, a piston rcciprocable in said cylinder, a sleeve telescoped with and reciprocable in said cylinder between said piston and said cylinder and also between the same and said head, said sleeve controlling only the exhaust from said cylinder, and a valve distinct from said piston for controlling the admission.

3. An internal combustion engine comprising'in combination a fixed cylinder provided with an exhaust port, and having a head fixed with relation thereto, a movable cylinder telescoped within and in contact with said fixed cylinder for controlling only said exhaust port, and having its end adjacent said headopen, a piston movable in contact with said-*movable cylinder, means operatively connecting said piston with said movable cylinder :for opening and closing said exhaust port, and a valve distinct from said movable cylinder and piston for controlling the admission into the fixed cylinder.

4. An internalA combustion engine comprising in combinatlon a cylinder having an exhaust port, a second cylinder arranged to reciprocate in said first cylinder for conarranged to reciprocate in said second cyl- .inder, means operatively connecting said second cylinder with the piston for moving the second cylinder simultaneously with the piston, a less distance than the stroke of the piston, whereby said exhaust port is opened and closed, one of said cylinders having a head fixed with relation thereto, and a valve distinct from said movable cylinder and piston for controlling the admissioninto said other cylinder.

5. An internal combustion engine comprising in combination a cylinder having a closed end and an exhaust port, a second cylinder movable within the first cylinder for controlling said exhaust port, a piston working in the second cylinder, a crank shaft connected with the piston, means for moving said second cylinder simultaneously with the piston a distance less than the piston stroke for covering and uncovering said eX- haust port, and a valve distinct from said movable cylinder for controlling the admission into said Isecond cylinder.

6. A four cycle internal combustion engine comprising in combination a fixed cylinder having an exhaust port, a piston reciprocable therein, a movable cylinder arranged concentrically with said fixed cylinder and about and in contact with said piston for controlling said exhaust port, one of said cylinders having a fixed head, means operatively connecting said movable cylinder with the piston for moving` said cylinder to lllO covei` said exhaust port during one of the mesmo means for positively nioving the same to open and o lose said port', a cylinder head provided Wlth a port :ind a separate distinct valve for controlling said cylinder head port.' l

In testimony whereof, I have signed my naine to this specification, in the presence of two subscribing Witnesses.

ANDREW L. BIKER.

Witnesses:

J. A. KINGMAN,

i R. M, YOUNG.

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