US1279008A

US1279008A - Internal-combustion engine.

Info

Publication number: US1279008A
Application number: US84412614A
Authority: US
Inventors: Carl A Ross
Original assignee: Individual
Current assignee: Individual
Priority date: 1914-06-10
Filing date: 1914-06-10
Publication date: 1918-09-17
Anticipated expiration: 1935-09-17

Description

c. A. Boss.

INTERNAL COMBUSTION ENGlNE.

APPHCATIONFILED IUNE \p. 1914.

Patented Sept. 17,1918.

'2 SHEETS-SHEET 1.

0.1x. ROSS.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JUNE 10. I914- Patented Sept. 17, 1918;

UNITED "PATENT oFF-IoE."

CARL A. nose, or soo'rI-I' BEND, INDIANA.

INTERNAL-COMBUS'IION En'emn Lemme.

To (1.26 whom it may concern: Be it known that I, CAIKL A. Boss, a citizenof the United States, residing at South Bend. in'the county of St. Joseph and State of. Indiana, haveinvented acertain new and useful Improvement in Interf1a1-Gombustion I Engines, of which the following is a full, clear, concise, and exact description, reference being had to the accompanying drawings, forming a. part ofthis specification.

My inventionrelates to internal combos tion engines, and the principal object'of my ill'iihtllt..lIUIBlltlQl] it}..plfoiildemlnektns for effectually cooling thecylinder constituting the combustion chamber of the engine. My invention makes itpossible to'uti'lize an extremely thin cylinder for the combustion Y chamber and to bring the cooling Water into direct contact with the exterior of this cyllll(l1'.. Due tothe fact that an extremelyv thin cylinder is used, the'heat from the combastion chamber not utilized to perform usepast. so far as I am aware, the provision of ful Work is readily takennp by the .water- 'acket sl'lrrounding the combustion chamber. any engineers. have realized the advantages of a thin engine-cylinder; but iirthe such a cylinder has not been practicable, inasmuch as the excessive pressure exerted upon the inner surface of such a cylinder will distort the same. unless some means is provided foretfcctually supporting the cyl inderto prevent this distortion. Owing to.

the Fact that in. tater-cooled engines, the

watei jacket must encircle the engine-(37L inde g. itis a difficult matter to properly .support an engine-cylinder of the class mentioncd.

I provide .anextremely thin cylinder, and

around this c dinder I dispose a relatii ely effectually prevents the thin cylinder from" being distorted to any appreciableextent. 46-

thick and heavy surroimding shell,\yhich Between the thi cylinder and its surrounding. shell I prox ides a, channelfor cooling water, this channel 'eing preferably helical, as will be more ful pointed out inthe fol-.

lowing detailed description. Theinclosing shellllustrated in .th e accompanying drawings is provided Wltlr'tWO parallel-,- inwardly projectmgrlielicalflanges'which engage and a support the com aratively 'thin ,cyl'nder forming the com nefion; chamber, 1 hoseillustrating .n'i'ore clearly the cylinder, its

In attainingthe objects-of myinrention',

Specification of Letters atent. Pfltented Sept. 17, 1918. i Application filed June 10, 1914; ilriai in. 844,126. i

pression produced within the combustion chamber to in]ect-' fuel into the combustion chamber at the proper times. 7 In the acconipanying drawings illustratmi my 1nventi0n,

igure 1 is a vertical sectional view of my improved engine construction;

Fig. 2 is a fragmentaryvertical 'section surrounding shell andthe rotary valve mechanism Fig. 3 is a sectional View taken on the line 3-3- of Fig, 2, looking in the direction in; dicatedby'the arrow; and a '1 Fig. 4 is a top plan vicwot' the mocha nism shown in Fig. 3, with the rotary valvemember advanced ninetydegrces from the' positioniillustrated in Fig. 3i. Y i I S'milar reference nun m als refer to simila'r parts throughout the severalvicwjs Int'Ifig; 1, 'theengine crankcase llustratedat 5, and mounted in the crank-case ,5, in suitable bearings, as illustrated, isthe crank-shaft 6 having -keyedfthereonf 'agfly wheel 7, which lllklifllsi) serve as a pulley, if

desired. The-cran shaft 6 is provided with" a crank 8, to which the lower endjoftliepitl man-rodQ' is attached,, the upper eudlofsaid pxtman-rod 9be1ng;opera .tive1y connected with. a; working piston .10, 111 a manner well,

knownto those skilled in the art. to which.

my invention relates.

Thepiston 10 reciprocates within acylini der 11 provided with a lower annularflange.

12re'st n-g uponthe top of'thebrahkcdse Attentl'on is directed "to the fact that the.

wall of the'cylinder 1 I--is extremely thin and that saidfcidinderll is provided with anin? 106 heavy as compared .with the cylinder] 11.

closing she 1 1-3, which is extremelythick- The 'inclosing he'll 13' eifectually servesfto prevent distort-ion of the ylinder};

. der being distorted due mem the high pressures produced therein. The inclosing shell 13 is provided with a lower annular flange 14 secured to the crank-case 5 by bolts or other equivalent means, as illustrated.

As is'perhaps most clearly illustrated in Fig. 2, the inclosing shell 13 is provided with a pair of inwardly projecting, parallel,

helical flanges

15, 15, which chga the up per end of the cylinder 11.- It Wi be noted that these

flanges

15, 15, form helical channels which ma be utilized to contain water to cool the cy inder 1-1; the inclosing shell 13 having formed therein inlet and

outlet openings

16 and 17, through which cooling water may circulate. By providing the arrangement just described, it will be seen that I am enabled to provide an extremely thin cylinder, thus securing the advanta es of cfdanger of t e cylinto the pressure protherein during the operation of the .ective cooling without duced' engine.

The cylinder 11 is provided with a plurality of exhaust ports registering'with wrrespondingmpenings in the inclosing shell 13. The openings in the incl'osing shell are illustrated at 17, 17. The cylinder 11 comprises anupper portion 18 of reduced diameter, and fitting within this portion 18 the cylinder'is a hollow plunger 19 provided with rings 20, said hollow plunger 19 having formed integral therewith a shoe 21 fitting snugly against the periphery of a rotar valve member 22. The valve member 22 is secured, by means of

set screws

23, 23, upon a shaft 24 mounted in suitable bearings in the upwardly projecting

portions

25, 25 ot the shell 13. 4 I

As is most clearly the shoe 21 is provided with a nected with a source of air an and said shoe may also, videdwith a port 27 through which oil ma be forced to lubricate the bar 22 as the same is mama,

Disposed 180 degrees apart and cut in the periphery of the rotary valve-member 22 are the channels 28, prises a portion29 located \at substantially the middle of the periphery of the rotary valve-member, a portion 30 parallel tothe portion 29 and located adjacent the edge of the periphery of the rotary valve-member, and aportion 31 connecting the portions 29 and 3O, as illustrated in Fig. 4. When in the o eration of the engine the rotary valve- 7 er 22 is operated by mechanism to be subsequently described, the portion 30 of one of the channels 28 comes into-register with the port 26, air under pressure is forced through the hollow plunger 19 into the combustion chamber inasmuch as at this time the portion 29 o the channel registers with the opening through the plunger 19 and shoe illustrated in Fig. 3,

ort 26 conrotaryvalve-inem- I necting rods 21. Theopening through lhe plunger and shoe issubstantially rectangular in cross section, as is clearly illustrated in Figs. 2' and 3 of the drawings. I

Pussin through the rotary valvc-n'lembcr 22 and tie shaft 24. on a radial linc substantially at right angles to a radial line passing through both of the channels 28 in the periphery of the valve member. is an opening 32 in which works a pair of connected plunger-

s

33, 33. The plunger-s 33 are connected by

suitable rods

34, 31, threaded one within the other, as is clearly illus trated in Fig. In practice. there is a slight clearance between the plungers 33 33 and the walls of the opening 32, as well as a slight clearance between the walls of the opening 32 and the

rods

34, 34, which connect the plungers. These clearances have, in the accompanying drawings, been enlarged to indicate that they do exist, but one skilled in the art to which my invention rclates will be able to provide the proper clear ances. Each of the plunger-s 33 has a portion 35 of reduced dlai'neter, upon which is slidably mounted a. sleeve 36, and interposed between the reduced portion 35 of the plunger and the end of the sleeve nearest the' axis of the rotary valve-member 22 is a coiled spring 37 normally tending to force the beveled end 38 of the sleeve tightiy into engagement with a beveled seat 39 therefor formed in the wall of the opening 32 through the rotary valve-member. As is illustrated in Fig. 3, there is a slight clearance between each of the sleeves 36 and the Walls of the opening 32, within which the plungers 33. operate. Passing through each of the

rods

34, 34 is a pin 35, which is adapted to be brought into engagement with one of the

sleeves

36, 36, to lift the sleeve from its seat in a manner to be more fully hereinafter described.

As is illustrated-in Fig, 2 of the drawings, the shaft 21 carrying the rotary valvemember 22 is provided with a. longitudinal axial bore 40, the left-hand end of which (Fig. 1) is arranged to be connected through a suitable couplin 41 witha source of liquid fuel, preferably under a premnre of from three to fi-ve p0unds.- It will be seen by referring to Fig. 2 that, inasmuch as the con- 34, 34 do not engage the walls of the opening 32, fuel admitted through the opening in the shaft 24 may flow into the opening'32; and past the sleeves 36, provided the sleeves 36 do notlie engage their seats 39.

Formed in the connecting

rods

34, 34 is an opening 42, intowhich extends the tapered end of a r0d43 projecting into the axial bore 40 from the; right-hand end thereof (Fig. 1),- the position of the rod 43 being determined by a lever 44 supported by the engine framework. At its left-hahd end, the rod. 43 is provided with a s'pider.45,

i serveh to center the rod 3 ivithin "the bore, 4 0. 1, It will be seen 3 that the rod 43 determines the famountof reciprocz'lt ion gtha't, may be ii'npartetl to the col'niected pl-ungers -beve] bear lfi tixetl upon the shaft 124, this .geiii 1G nieehiiig with a bevel gear l7 fixed upon a vertical shaft l8, the upper end of which is supported in a bearing carried by; the 'sfhc il'lilii, and the lower end of which is i 16 supporte( l in a suitable bearing carried by the crank-case. At its lower end, the shaft 48 is provided with a' bevel gear 49 meshmg with a bevel gear '50 fixed to the crankshat'tli.

0' i The rmerution of the engine illustrated vt'wjn theace-ompanymg drawings is as toluni'ng 'the s ""l iiiut'sto be iii the itions shown at Figs. 1 to 3 of the draw- (if liquid fuel between theei'ilargetl portion ot' the lowermost one of the plungers and its associated sleeve 36, when the working piston. 10 reaches the position shown in 1 1g.

[ Lthe compression produced in the conibn-s-- tion' chamber will force the connected .pl-iun' ers 32-5, 33 upwardly, thus forcing, -into the combustionrhamber a portion of the liquid t'uel contained in the space'bet'wcen 36 the-enliirgeil portion of the lowermost one of theplnngers 33 and its associated sleeve 36. Atthe same time, the uppermost one of "th le 36 is" ngagctl and unseated b 'liore in the shaft ma i t s1 ev sleeve and the pp tion of plunger 3 thus ,peiriinittin' ffuel i )the he.

- enlarged portion of theplnnger v 1nd supporti'n r sail bust'ion chamber is out. off, and the upward stroke of the piston serves to compress theair previously admitted .tothe combustion chamber. i 1 t By" the time the piston reaches the top, of

the combustion chamber, the rotary velvegrees in the direction of the arrowshown in ,t member; 22., 1 has, moved another ninety tle- Fig. 3, thus bringing the second one of the 25 ingss." and a suming that tl1('I'( 1S a quantity. :p1ungers 33, 33 into register with the openinto the 60111 but chamber,

The cycle of operation en that the amount of reoiprocationthat,

e' imparted to the connected plun ers r s adn'iit ted to the combustion chambeq may be .a ins ted by operating the rod 43 by of the controlling lever 44. l h i le I: have illustrhted-"m' invent-ion in 1 t 11 shown and ob mi 1; but desire to claim 1 gements embodyin my i enthe' t; w 1 .i r,

' as new, and desire to secure ntofjthe I leombustionen-gine comprislng 111 cdi 'tuting a e being cons and vbeing the pressure; created therewit-hinwithout tortion. a relutiyely'tihick untlthenvy' incl a ding said cylinder and provided 5 inwardly-inojectin heliciil ribs ustion chamber, saidcylinder menns for cire permits the major portion of. the burned, gases to escape from" the engine cylinder;

v This-air ually to scavenge theengine' 31: a 1r to be compressed

plungers

33, 33

scribe'd will be then repeated. 1 It willi 1 and consequently the amount of e1 i ctecl of rel'atively thin innterial alone incapable of withstanding.

said cylinder in a, helical line from top-to bottom and serving to support said cylinder in operative position. v 3. An internal combustion 'n ine com pris- 111 tut ing a'combustion chamber, said cylinder being constructed of thin material, together with a relatively thick and heavy shell inclosing said cylinder and provided with a pair of inwardly-projecting ribs; each of which engages said cylinder in a helical line,

in combination with n cy inder constiw said ribs mnstitutin with the ("Yll lltltl und shell 11 pujr ot' inu'pvmlonl plumage for cooling water. togvllwr with nwnnn ior virculutingcooling. Willt'l' through said pus- 15 Hll es.

In WitliP-Hs \vhvl'vot. my name this sixth (lily I hereunto subs ribe of June. A. b.1914. (.ARL A. RUSH. 'itnesses:

EDNA RUTH