US1306777A - rossman - Google Patents

Description

SHEETS-SHEET 2.

Patented June 17', 1919.

A, M. nossMAN.

INTERNAL 'oNBusnoN ENGINE. APPLICATION FILED JUNE 8.1917.

NTERNAL-COMBUSTION ENGINE.

To all lwhoa-t t may concern.' v

Be it known that I, ALLEN M. RossMAN, a citizen of the United States, residing at Wilmette, in the county of Cook andState of Illinois, have invented a 'certain new and useful Improvement in Internal Combustion fEngines, of which the following is a full, clear, lconcise, and exact description, reference being had to the accompanying drawings, forming a part of this specica-- tion. y

My invention relates to internal combustion engines of the two cycle type, and particularly to that class of two cycle engines wherein two pistons and two cylinders are utilized for each power unit, onepiston and cylinder operating as a compressor or pumping mechanism and the other cylinder and piston as the power mechanism, the former being arranged to feed fuel to the latter. ln this\type of engine the cylinders 'may be positioned adjacent one another, or 'may be made of the differential type in which a differential piston is mounted in a differential cylinder, and inwhich .one portion of the cylinder serves as the power chamber and the other the pumping chamber. The compression cylinder of the engine connects with a combustion chamber in turn arranged tol communicate with the power 'or working cylinder, the operation of the engine being such `that the compression cylinder is adapted to take in a fresh charge of combustible mixture and to compress 1t and forcevit mto the combustion chamber wherein combustion takes place. The gases are then ignited in the combustion chamber and are permitted to pass out of the chamber into the working cylinder where the power of the expanding gases is utilized to act upon the working piston. u 0

It is one ofthe objects of the present in- .,vention to provide means for completely scavenging the combustionchamber after each ignition of the gases therein so that when a new charge 1s forced into the combustion chamber it will vnot be contaminated.

by partly burned gases left from the previous charge.

It yis a further object of the present in- -vention to'scavenge the combustion chamber. mechanically, that is, by means of a ',.movablewall as distinguished from the A'method of scavenging by a draft of air through the combustion chamber, the latter mehod being ineffective and unreliable` Specification of. Letters Patent.

Patented June 17,' 1919.

Application mea June 8.1917. 'serial No, 173,456.

the mechanism of my invention is illustrated rather diagrammatically, and in which- Figure 1 is a vertical cross sectional view of an engine embodying the preferred form of my invention;

Fig. 2 is a View similar to Fig. 1 showing the crank shaft of the engine rotated 1800 from the position shownin Fig. 1;

Fig. 3 is a` vertical cross sectional view taken along the line33 of Fig. 1 looking in the direction indica-ted -by the arrows;

Fig. 4 is a, vertical -cross sectional view of an engine showing a modified form of valve mechanism Fig. 5 is a view similar to Fig. 4 showing the crank 'shaft moved to a position 180 from that shown in Fig. 4; and

Fig. G .is a vertical cross sectional view taken along the line G-G of Fig. 4 looking in the direction indicated by the arrows. i

Similar characters of reference refer to similar parts throughout the several views.

Referring first tofthe .preferred form of my invention shown in Figs. 1, 2, and 3, 7

' 20. The cranks 15 and 16-are preferably of the same radius and are in approximate alinement with each other. The crank shaft is provided with a third crank arm at 21 which is disposed substantially 180 away from 4the cranks 15 and 16 and is connected with a piston 22 reciprocably mounted in the combustion chamber and connected with the crank armQl by the pitman rod 23. The sid@ Wall ef the combustlen chamber 9 is formed by a sleeve 24: which has its upper end fitting between the engine easing 7 and a plug 25 secured to the easing at 26. The lowerend of the sleeve 24 is Connected through the arm 27 with a crank arm 28 located substantially 90o away from the crank arms 15, 16, and 21.

Arranged to provide communication between the compression cylinder 8 and the combustion chamber 9 is a port 29'positioned at the head of the compression cylinder. A similar port isprovided at 30 at the hea-d of the power cylinder and is arranged to provide eonnnunieation between the combustion chamber and the power cylinder. Extending downwardly through the plug 25 is an inlet port 31 adapted to communicate with the port 31 which has free communica.

tion with the upper end ot' the compression cylinder. The plug 25 also contains the eX- haust port 32 adapted to communicate-with the port 33 connnunicating with the head o1 the power cylinder. The sleeve 2lV is provided with the three ports shown at 3l, 35', and 3G, each of which arranged to register with one of the ports provided in the engine casing to eii'eet certain eomnumication between-the cylinders and the combustion chamber. as will be described presently. The plug also carries a spark plug 3T. which serves to ignite the charge in the combustion chamber. The intake port 31 is in communication with any suitable carhuretcr so that upon operation ot the engine a combustible mixture is introduced into the cylinders.

'l'he operation of the device is as follows: As the crank l-t rotates in the direction indicated by the arrow' in Fig. 3 the pistons 1T and li) are moved` downwartllly. as is the sleeve valve 24. .\t"the same time the piston :2 is moved toward the head ot' the combustion chamber. .Ls the .sleeve 2i moves downwardly its port 35 is brought into comuml` nication with the ports 31 and 31 so that a fresh chal'te. ol. iuel is int-rtnluced into the` cylinder S upon downward movement of the piston la'. lt will be observed that when the crank 15 has been moved 900 about its axis the port 35 will assume a position such that the inlet ports 31 and 31 are in free comnmnication with one another. ll'hen the crank l5 has been rotated 1150o Vthe, port 35 is again moved upwardly `to the position Ishown in Fig. 1. Fig. 2 shows the crank advanced 180G and the sleeve 2l in the position which it occupies with respect to the crank at that time. As the piston 1T moves upwardly the sleeve 24 is also moved upwardly so that its port 34 registers with the port 29 and provides free eonnnunication between the compression cylinder 8 and the combustion chamber 9. As the pistons 1T and 19 move up 'ardly the piston 22 moves downwardly so thatthe gases taken in by the cylinder S are forced into the combustion chamber.

When vthe piston 17 againreaehes the position shown in F ig. 1 the sleeve 24: takes the bustion chamber into the powerieylinder 10" and act upon the power piston 19. the pistons 17 and 19 move downwardly' the piston 17 takes in a fresh charge andthe piston 22 moves clear to the head of'the combustion chamber 9 so that it completely scavenges the .gases which had previouslyv been ignited and forces the gases into the power cylinder. At the end of the vpower stroke the pistons assume the position shown in `Fig. 2 andupon their return upward movement the sleeve 24C is again moved upwardly so as to bring its port 34 in a1i11ement with the port 2!) and its port 36 in alinement with the exhaust ports 32 and 33. The piston 19 then completely scavenges the cylinder 10 and on the next down stroke re.

ceives a from the combustion chamber.

lt'will be seen from the above description that l provide a single sleeve valve controlled directly from the crank shaft for regulating eomnmnication between the c vlinders and the comlmstion chamber and that I provide meansI whereby the combustion chamber may be scavenged completely after the ignition ot' the gases therein that premature ignition of a fresh charge of gases in thel chamber is entirely eliminated.

ln Figs. 1. 5, and l 6, the engine comprises the compression cylinder 3S. the combustion chamber 39. and the power cylinder 10. The upper end ot the compression cylinder is provided with the two ports 4l and 42. the former serving as an inlet port and the latt as a means for providing eon'imunieation between the compression cylinder and the combustion chamber. The yupper end of the power c vliiide r contains the two ports 43 and l-t. the .former Jfor perniitting the expanding gases in the combustion chamber to pass into the power cylinder and the` latter for ex hausting the gases from the power cylinder. The pistons -t and 4:6 are connected with the crank arms 4T and 48 respectively of the crank 1l-S). the crank arms being preferably ot'- like radius and positioned in substantial alinement. with each other. Reoiprocably mounted within the compression cylinder 38 a sleeve 45) connected with the crank arm bythe rod 51. The power cylinder 40 contains the sleeve connected with the crank arm 53 by the rod 5t. The crank arms 50 and 53 are located substantially 90 away fresh charge of expanding gases' I' Afrom the crank arms 47 and 48 and` are po'- sitioned approximately 18()0 away from each .-other, as most clearly shown in Fig. 6. A

fifth crank arm is provided at' 55 positioned substantially 180o away from the crank arms 47 and 48 and is connected with the piston 56 reciprocably mounted in the combustion chamber 39. The upper end of the sleeve 49 contains the two ports 57 and 58 and the upper end of the sleeve 52 Contains the two ports 59 and 60.'

Assuming the combustion chamber 39 to vcontain a charge of combustible gases and' that the gases are ignited by the spark plug` are 'thus permitted to enter the power cylinder and act upon the piston 46., At the same time a fresh charge of combustible gas is admitted to the compression cylinder 38 due to the downward movement of the piston 45.

When the pistons 45 and 46 reach the end of their downward stroke, as shown in Fig. 5, the sleeves 49 and 52 take the position shown in Fig. 5 and the piston 56 occupies a position at the head of the combustion chanlber, the movement of the piston 56 toA this position serving to remove the burned gases rom the combustion chamber entirely. Asthe pistons 45 and 46 move upwardly and the piston 56 downwardly the sleeve 49 is moved downwardly and the sleeve 52 upregisters with the port 42 and the port 60 of the sleeve 52 registers with the port 44. The piston 45 then forces the fresh charge into the combustion chamber and the piston i 46 forces the burned and inert gases out through the exhaust port 44. When the pistons 45 and 46 reach their uppermost position the sleeve valves 49 and 52`again as-` sume the positions shown in Figs. 4 and 5 and the operation just described is repeated.

Although I have described and illustrated my invention as applied to an engine in which a combustible mixture is compressed in the compression chamber and forced from the chamber into a combustion .chamber, it will readily be apparent that modifications of this arrangement may be made without departing` from the spirit and scope of-the invention.

4 Having thus described my invention what I claim as new and desire to secure by Letters Patent of the United States is:

1. In an .internalcombustion engine, the

comb mation of a compression cylinder, a

power cylinder, pistons in said cylinders, a combustion chamber, valve mechanism tor providing communicationbetween the cylinders and the combustion chamber, a movable wall in the vcombustion chamber for mechanically scavengin the gases therein, a crank Shaft connecte( with said pistons and movabe wall, and means for igniting a charge in the combustion chamber when the movable wall reaches its outermost position in the combustion chamber. i

2. In an internal combustion engine lthe combination of a compression cylinder, a power cylinder, a crank shaft, pistons in said cylinders and connected with the crank shaft, a combustion chamber, valve mechanism 'for providimg` communication between the cylinders and combustion chamber, a movable wall in the combustion chamber and connected directly with the crank shaft for mechanically scavenging the gases't-hcrein, and means for igniting a charge in the combustion chamber when the movable wall reaches its outermost positin in the combustion chamber.

3. In an internal. combustion engine the combination of a compressor, a power cylinder, 'a piston in the power-cylinder, a combustion chamber arranged to communicate with the compressor and power cylinder, a

movable wall in the Icombustion cham'ber for mechanically scavenging the gases'therein, a crank shaft connected with said piston and 'movable wall, and means' for igniting a charge in the combustion vchamber when the Amovable wall reaches its outern'iost position in the combustion chamber.

4. An internal combustion engine comprising a compressor, a power cylinder, a crank shaft, a piston in the power cylinder and connected with the crank sha-ft, a combustion chamber arranged to communicate with the compressor and power cylinder, a movable wall in the combustion chamber arid yconnected directly with the crank shaft for mechanically scavenging the gases in the combustion chamber, and means for igniting a' charge in the combustion chamber when the movable wall reaches its outermost position in the combustion chamber.

5. An :internal combustion engine comprising a compression cylinder, a power cylinder, a crank shaft, pistons in the cylinders and connected with the crank shaft, a combustion chamber, and a single valve unit connected directly with the crank L 30 combination of 'a compression cylinder, a?

controlling communication between the cylinders and the combustion chamber and between'the cylinders and the atmosphere.

7. In an, internal combustion engine the combination of a compression cylinder, a

"power cylinder, a crank shaft, pistons in the cylinders andl connected with the crank shaft, a combustion chamber, and a Single sleevefvalve for controlling communication lbetween the cylinders and the combustion chamber. y

1 8. In an internal combustion engine the combination of a compression cylinder, a' powercylinder, a crank shaft, 'pistons in the foglinders and connected with the crank aft, a'combustion chamber, and a single sleeve valve for controlling communication between the cylinders and the combustion chamber. and between the cylinders and the sleeve 'Valve connected directly with the lcrankshaft for controlling communication lbetween the cylinders and the combustion chamber.

10. In an internal combustion engine the power cylinder, a crank shaft, pistons in' lthe cylinder and connected with the crank ,shaft, a combustion chamber, and a single Sleeve Valve connected directly with the crank shaft for controlling communication between the cylinders and the combustion chamber and between the cylinders and the atmosphere.

11. An internal combustion engine comprising a compression cylinder, a power cylinder, a crank shaft, pistons in the Vcylinders and connected with the crank shaft. a combustion chamber arranged to communicate with said cylinders, and a piston in the combustion chamber and connected with the crank shaft, at a point substantially 180 away from the connection between the compression and power pistons and the shaft, for4 mechanically scavengingi the gases in the combustion chamber.

12. An internal combustion engine comprising a compression cylinder, a power Abetween the compression and power pistons and the shaft, for mechanically scavenging the gases in the combnstion chamber.

18. In an internal combustion engine the combination of a compression cylinder, a power cylinder, a crank shaft, pistons in the cylinders and connected with the crank shaft, a combustion chamber, a single sleeve valve in the combustion chamber and connected directly to the crank shaft for providing communication between the combustion chamber and the cylinders and between the cylinders andthe atmosphere, and a piston in the combustion chamber connected with the crank shaft, at a point snbstantially 180O away from the u,connection between the compression and power pistons and the shaft, for mechanically scavenging the gases in the combustion chamber.

In witness whereof l hereunto subscribe my naine this 31st day of May, A. D. 1917.

ROBERT F. B RiicKE, MARY A. Coon.

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