US1257360A

US1257360A - Internal-combustion engine.

Info

Publication number: US1257360A
Application number: US21253718A
Authority: US
Inventors: George Washington Jones
Original assignee: Individual
Current assignee: Individual
Priority date: 1918-01-18
Filing date: 1918-01-18
Publication date: 1918-02-26
Anticipated expiration: 1935-02-26

Description

e. w. mms. INTERNAL COMBUSTION ENGINEl APPLCATION FILEQMAH. l2. 191i-V RENEWED JAN l8| 1918.-

Patented Feb. 2691918.

iai..

GEORGE WASHINGTON J' ONES, 0F CHICAGO, ILLINOIS.

rN'rEnNAncoMBUsrroN ENGINE.

Specification of Letters Patent.

Patented Feb. 26, 1918.

Application led March 12, 1915, Serial No. 13,834. Renewed January 18, 1918. Serial No. 212,537.

To all whom t may concern:

Be it known that I, GEORGE WASHINGTON JONES, a citizen of the United States, and a resident of Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Internal- Combustion Engines 5. and I do hereby de-` clare that the following description of my said invention, taken in connection with the accompanying sheet of drawing, forms a full, clear, and exact specification, which will enable others skilled in the art to which it appertains to make and use the same.

This invention has general reference to internal combustion engines; in particular, to that type known as two cycle engines, and it consists, essentially, in the novel and peculiar combination of parts and details of construction, as hereinafter first fully set forth and described and then set forth in the claims.

In the drawing already referred to, which serves to illustrate my said invention more fully, Figure l is a vertical section of a two cycle engine embodying my invention, showing the working piston thereof at the beginning of its stroke; Fig. 2, a similar section showing the piston at approximately its lowest position; Fig. 3, a like section, illustrating the piston in a position shortly after the beginning of therup or return stroke; Fig. 4c, is a vertical section of the engine in line 4 4 of Fig. l; Fig. 5, is a horizontal section in line 5 5 of Fig. a. Fig. 6, is an enlarged view of one of the scavenging piston parallel rods shown in section.- Fig. 7, is a section of a fragment in line 7 7 of Fig. 5, on an enlarged scale. Fig. 8 is a fragment of one of the scavenging piston parallel rods shown in perspec. tive.

Like parts are designated by corresponding characters and symbols of reference'in all the figures of the drawing.

The aim and object of my invention is the production of a two cycle internal combustion engine in which the undesirable qualities common to that type of motor are eliminated, such as for instance, the necessity for a closed, tight crank case, to maintain what is known as crank case compression, the liability of premature explosions, and the frequent mixing of ythe gases of combustion with the incoming charge.

In practising my invention, the foul or exploded gases are forced out of the cylinder by means of a secondary scavenging piston located in the engine cylinder,y above or behind the working piston therein, and which, when in its upper position, is directly adjacent the cylinder head of the motor, with but very little clearance between. Said secondary scavenging piston is at rest during approximately 135 degrees of the crank revolution on the. downward stroke of the working piston, at which ypoint'the said working piston has half uncovered the exhaust port in the cylinder. As the working piston passes the above mentioned point, the secondary piston is caused to rapidly descend to apoint half covering the exhaust port, during which time the crank has advanced to 225 degrees of revolution, the

working piston has completed its downward stroke and begun its return, practically meeting the secondary piston. Before actual contact of the two pistons has taken place, however, the secondary piston has been caused to begin its return stroke at an accelerated velocity, so as to reach its highest point decidedly in advance of the working piston.

The cylinder head of the motor is provided with a typical spring seated inlet valve for the explosive mixture, which valve is caused to open as a result of the atmospheric rarefaction taking place on the downward stroke of the secondary piston, thereby admitting the said mixture into the cylinder in the space between the cylinder head and the said secondary piston. This piston is provided with one or more spring seated valves, the'opening of which is caused at the beginning of the return stroke of said piston thereby permitting the transfer of the mixture from above the secondary piston to the space between the two pistons. It will thus be observed that a positive ejection of the exploded gases will ,have taken place before the fresh charge is admitted between the two pistons, thereby eliminating any possibility of an affected mixture. During the return stroke of the two pistons, it is evident that an equilibrium of compression will exist between the lsame and be` tween the secondary piston and cylinder head, so that the secondary piston is brought .to a state of rest at top stroke `under oompression and without jar.

For a fuller understanding of the details of my invention, I now refer to the sheet of drawing, in which A. is the motor or engine cylinder, having outer Iand inner walls 1 and 2, with an annular water circulating chamber 3 therebetween. Properly positioned in said walls 1 and 2, is formed a boss 4, the interior of which is cored out to provide an exhaust port 5, having a threaded opening 6, to which the usual exhaust pipe ory muffler (not shown) may be attached. Near the lower extremity of cylinder A, is provided a threaded opening 7, for ingress of a cooling medium to the annular chamber 3, and, at the upper end of the wall 1 is provided a similar opening 30 for the egress of said cooling medium, while a short distance from the upper end of said cylinder is formed a pocket 8, communicating with the interior of the same, for the reception of a spark plug 9, which plug is connected by wires 10 and 10a to suitable timing mechanism not shown. The lower end of cylinder A is fastened to a base or crank case B, which crank case is provided on its side outer walls 13, with the usual journal boxes or main bearings 15 and 15a, Fig. 4, for the rotation of a crank shaft 10. The cylinder A is preferably formed integrally with the cylinder head C and the inlet'valve hollow I protuberance 33a, there being a` water chamer 16 in said head communicatingl with the water chamber 3 aforesaid. The inletv valvev protuberance 33a is generally placed centrally of the head C for neatneass of construction and is provided vwith a spring seated inlet valve 34, located on the under or inner side of said head, there being a,

valve stem 34a'extending through the protuberance 33a to the exterior thereof, where said stem is embraced and acted Aupon by a helical spring 34", tending to maintain said inlet valve 34 in closed disposition' against the under or inner side of said cylinder head C. Said protuberance 33 has an out- -let 35 therefrom, to which the usual type of carbureter (not-shown) may be attached by suitable fittings.

Within the wall 2 of the cylinder A and adjacent the Yinner face thereof, at points diametrically opposite each other, and extending the entire length thereof from the lower edge of said cylinder to points adjacent the underside of the head C are machine finished holes 40 of preferably cir,-r cular cross section, and there are produced grooves 41, connecting said holes `with the interior ofthe cylinder for its entire length, the resultants being a pair of longitudinal grooves diametrically opposite each other, sunk, as it were, in theV face of said cylinder, terminating at and extending through its lower edge, and parallel to its axis.

v These grooves are technically termed undercut or dovetailed grooves, inasmuch as their widthis narrower at the surface than at other points in the depth thereof. It may here be explained that the .grooves 41 and holes 40 are accurately machined and nely inished'and are adapted for the free reciprocation therein of so called parallel rods 42, Figs. 5 and 6, the upper ends of which rods are fixed to a scavenger piston 43 reciprocating in the upper portion of the cylinder A as hereinafter more-fully described. Before the cylinders A just referred to are ground internally to render the bores thereof essentially accurate, the rods 42 are placed within the grooves 41, and holes 40, in order thatcthe faces of their ribs 42a may be ground simultaneously with the bore so as to coincide precisely with the contour and accuracy of the bores, in an obvious manner.

It is now to be mentioned that when a cylinder is bolted to the base or crank case B, the said grooves are truly perpendicular to the axis of thecrank shaft 10, and it is further pointed out that a continuation of said grooves is formed in the opposite walls 13 of said crank case, and that these grooves extend downwardly to practically the horizontal. axis of said case, which axis is coincident with the axis of the crank shaft 10. Crank shaft 10 is what is known as a built up crank shaft and comprises two like disks 43a in spaced apart relationship fixed to the shafts 10 and 10b and being connected together in Vsaid spaced apart disposition by a crank pin 44, in a manner common to this type of shafts. Embracing the crank pin 44 is the crank end 45 of a connecting rod 46, the opposite end of which is in oscillable connection with a working piston 47 of the well known trunk or analogous type, which piston isarranged for reciprocation inthe lower portion of the cylinder A. f V f In the outer faces of the crank disks 43a' are produced

endless grooves

102, 103,'and

104,` forming what is technically known as face or raceway cams, which cams 50 are so constructed as to createa reatly accelerated downward movement of-t e scavenging piston long after `the beginning of the downward stroke of the working piston and to return said scavenging piston upon its upward stroke to its-highest point in advance of the completion of the upstroke of the working piston. The groove of the cam 50 at its largest curvature is concentric to the axis of crank shaft 10 and extends through an arc of 180 degrees, of which 45 degrees extend beyond the crank pin from a radialy line passing through said crank pin and said crank shaft, in the direction of rotation of the crank shaft, and, the ends of the said groove are roundedand connected by a groove of a very flat, curve. Adapted for engagement in said race way cams are antifriction rollers 52 rotatably mounted at the side of the parallel rods 42, adjacent the faces of the disks 43a in which are formed the race way cams 50. On the inner or adjacent faces of the disks 43a at points opposed to the race way cams, 'said disks have cut away, lightened portions 53 to compensate for the metal removed in producing the cams, so that said disks are in mechanical running balance, a matter readily comprehended. The scavenging piston 43 is hollow in construction for purposes of lightness and has through the same an axial circular opening 54, surrounded by an annular wall 55, and on the underside of said piston, surrounding said opening is located a seating for a valve 56, the closing of which is induced by a helical spring 57, whereby said valve will only open against pressure behind piston 43. The operation of my motor may be now explained as follows, it being assumed that the clearance space 100, Fig. 1, is filled with compressed gases and an explosion has taken place. The crank shaft, impelled by` the trunk piston 47 and connecting rod 46 will rotate in the direction of the arrow pointer 101, but the scavenging piston 43 will remainquiescent due to the control of theconcentric portion 102 of the cam 50, over the movements of the parallel rods 42. -But as the crank pin passes through the first 135 degrees of the rotation the groove 104 governs the said rods, and in the next 90I degrees of crank travel, the scavenging piston descends at practically twice the speed of the :working piston, so that at 225 degrees of the revolution both pistons are in theoreti-y cal contact thereby eii'ectually ejecting the spent gases through exhaust port 5. As the scavenging piston descends, the inlet valve 34 opens, due to a partial vacuum, and admits a fresh charge of the explosive mixture into the space in the cylinder between the cylinder head C and the said scavenging piston. The latter at the termination of 225 degrees of revolution passes under control of groove 103 and in the next 90 degrees said' piston is returned to its original" position and is again iniuenced by the groove 102 as in Fig. 1. uDuring the upward travel of the scavenging piston, the fresh mixture is transferred through valve 5.6 therein into the space between

pistons

43 and 47, in

which space said mixture is compressed by the piston 47.

'I have hereinbefore disclosed the preferred mode of practising my invention, but I reserve the right to make such and' any changes as might occur to one skilled in the art to which this invention appertains, or to make any and all such alterations as might be permitted under the doctrine of equivalents.

I-Iaving thus fully described my invention I claim as new, and desire to secure to myself by Letters Patent of the United States 1. In an engine, a cylinder, pistons therein and a crank shaft, a connecting rod connecting one of said pistons, and said crank shaft, there being longitudinal grooves in said cylinder contiguous the bore thereof, rods located in said grooves xed to the other of said pistons, and means in connection with said crank shaft, adapted to reciprocate said rods.

2. In an engine, a cylinder, pistons therein and a crank shaft, a connecting rod connecting one of said pistons and said crank shaft, there being undercut, longitudinal grooves in said cylinder contiguous the bore thereof,

rods located in said grooves, their outer edges being Hush with said bore, ixed to the other of said pistons, and means in conneci tion with said crank shaft adapted to reciprocate said rods.

f 3. In an engine, a cylinder, pistons therein, and a crank shaft, possessed of disk like cheeks, and race Way cams locatedin said cheeks, a connecting rod connecting one of said pistons and said cra-nk shaft, there be- .ing longitudinal grooves in said cylinder contiguous the bore thereof, rods located in said grooves, fixed tothe other of said pistons, and means on said rods engaging, said race ways.

In testimony that I claimthe foregoing as my invention, I have hereunto set my hand in the presence of two subscribing witnesses.

y GEORGE' WASHINGTON JONES.

Witnesses:

WILLIAM O. STARK, C. S. STARK.