US1315288A

US1315288A - Internal-combustion engine

Info

Publication number: US1315288A
Authority: US
Publication date: 1919-09-09
Anticipated expiration: 1936-09-09

Description

R. S. DICKINSON.

I INTERNAL COMBUSTION ENGINE. APPLICATION FILED SEPT.30, I9I4. RENEWED MAR. 2I. 9I9.

Patented Sept. 9, 1919.

2 SHEETS-SHEETI R. SQDICKINSON. INTERNAL comsusnom ENGINE. APPLICATION F ILED SEPT-30,1914. RENEWED MAR.27.1919.

Patented Sept. 9, 1919p 2 SHEETS-SHEET 2.

UNITED STATES PATENT OFFICE,

RAYMOND STARBUCK DICKINSON, OF LOS ANGELES, CALIFORNIA, ASSIGNOR OF ONE- I-IALF TO WALTER W'. STRYKER, OF DUNELLEN, NEW JERSEY.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Sept. 9, 1919.

Application filed September 30, 1914, Serial No. 864,273. Renewed March 27, 1919. Serial No. 285,643.

To all whom it may concern Be it known that I, RAYMOND S. DICKIN- SON, a citizen of the United States, residing at Los Angeles, in the county of Los Angeles and State of California, 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 of the four-cycle type, and its object is to provide novel and improved means for supplying a combustible mlxture to the working cylinder of the engine and for effecting the exhaust of the spent gases, and furthermore to provide air and fuel controlling valves which operateto maintain a constant uniform proportion of an and fuel.

These objects are. attained by means of a combination and arrangement of parts to be hereinafter described and claimed, reference being had to the accompanying drawings, in which- Figure 1 is a vertical section of theeng ne;

Fig. 2 is a similar view showing certaln additional features to be hereinafter described in detail.

Referring specifically to the drawings, 1 denotes the engine cylinder in which is slidably mounted a sleeve 2 containing a piston 3. The upper or outer end of the cylinder is closed by a head 4 having a portion 4' extending concentrically into the cylinder and spaced from the wall thereof a sufiicient distance to accommodate the corresponding end of the sleeve. The extension is hollow and forms a continuation of the combustion chamber of the cylinder. The head 4 has a threaded opening 4 to receive the charge igniting device. A rod 5 connects the piston with a crank 7 on the engine shaft 7 the crank wrist being shown at 8. A wrist pin 14 pivotally connects the rod to the piston. The cylinder 1 seats on a crank case 39 having a removable bottom portion 40,

In the crank case 39 is mounted a countershaft 9 having a sprocket wheel 11 which is connected by a chain 13 to a smaller sprocket wheel 12 on the engine crank shaft 7. Any other suitable driving gear between the

shafts

7 and 9 may be provided. The sprocket wheel 12 is one half the size of the sprocket wheel 11, and thus the shaft 9 is given one revolution to every two revolutions of the shaft 7*.

The countershaft 9 is provided for the purpose of reciprocating the sleeve 2, the latter being the valve which controls the charge inlet and the exhaust of the spent gases in a manner to be presently described. A crank 10 on the countershaft is connected by a pitman 6 to a pin 15 carried by the lower or inner end of the sleeve, the length of the sleeve being such that its lower end extends into the crank case 39 in order that the connection withthe pitman 6 may be,

air inlet port 31 which is so located that the back of the piston comes in line therewith at the end of its outward stroke. In the sleeve 2 are

ports

33, 28 and 30. The port 33 is located to register with the port 34 at certain times, the port 28' with the port 29, and the port 30 with the port 31, The float chamber of the carbureter or charge forming device of the engine is shown at 37, the same having a nipple 24 at the bottom for connection to the supply. From the carbureter extends an outlet pipe 48 having a spray nozzle 25 extending into amixing chamber 25* 16 leads to a valve chamber 47 containing a check valve 17. The'outlet of the valve chamber is connected to the fuel inlet portfrom which a conduit.

the cylinder when the explosion takes place in the latter. The spring 35 assures the closing of the valve.

The mixing chamber 25 has an air inlet 25 into which the nozzle 25 extends, and the wall of said chambercarries a needle valve 26 which enters the mouth of the nozzle and controls the area thereof to regulate the volume of fuel issuing therefrom.

Formed integral with the wall of the mixlng chamber 25, or separate therefrom, is an air-valve casing 1 having an outlet, 19 which communicates v ith the cylinder port 31. In this casing is nounted a hollow cylindrical valve 18 open at one end, the ends of the casing being also open, and in the side of the valve is a port 32- adapted to register with the outlet 19*. The valve is rotatable to register with the port 32 the outlet 19*, and also to regulate the area of the outlet and thus control the volume of air entering the cylinder 1 through the

ports

31 and 30. The valve is operated by an arm 22 connected to it in any suitable manner.

Adjacent to the valve casing 19, the same carries a pivot 23 for a

lever having arms

20 and 20 the latter being located to engage theouter end of the stem of the needle valve 26. A spring 27 engaging a shoulder on said valve stem serves to move the valve to open position. and to hold the same against the lever arm 20*, the valve being moved to closed position by said arm of the lever when the lever is rocked in one direction, and when the lever is rocked in the opposite direction, the arm swings in a direction to allow the spring to open the valve. Thus, the extent of closing movement of the valve is controlled by the lever arm 20 the urpose of which will be presently made c ear.

The lever arm 20 is curved 011 an arc having for its center the center ofthe valve 18. The concave side of the arm carries a curved spring 21. This spring is forced, by screws 21 carried by the arm 20, to extend eccentrically with respect to said arm. On the arm 22 is a lug or abutment 50 which rides over the. spring. Thus, when the arm is swung to rock the valve 18, the lug 50, as it rides over the eccentric surface, swings the lever and rocks the same on its pivot 23. The purpose of this is to obtain a variable needle valve opening, the discharge of fuel from the nozzle 25 being proportionate to the amount of air admitted to the cylinder 1 through the

ports

31 and 30 by the valve 18. The parts are so arranged that when the valve 18 is rocked to place its port 32 squarely over the outlet 19 to admit the maximum volume of air, the needle valve 26 is opened to permit the escape of the maximum quantity of fuel from the nozzle 25. The arm 22 operates the valve 18 and actuates the lever arm 20 in the manner already described.

As the valve 18 is moved to reduce the air supply. the arm 22 swings in a direction to force the lever arm 2t) down against the needle valve stem, thus moving the needle valve in a direction to reduce the The. spring 21 is adjustable by the screws 21 to vary the throw of the lever arm 20.

The operation of the engine maybe sum 'marized as follows: The drawing shows the piston 23 in firing position. the

ports

34 and 29 being covered by the sleeve 2. As the piston starts on its working stroke the sleeve also moves downward so that at the end of the working stroke the ports 28 and 25) register, allowing the spent gases to exhaust.

These ports continue to register during the return or exhaust stroke of the piston. and at the end of this stroke the port 28 has passed the port 25), thus closing the exhaust. Thige completes the working and exhaust strokes. The

ports

33 and 31 register during a short interval of the working stroke, but the pressure in the cylinder is prevented by the check valve 17 from escaping into the intake conduit 16. At the end of the exhaust stroke, the

ports

33 and 31 register and as the piston starts down on the next or the suction stroke, a charge is drawn into the cylinder through said ports, the check valve 17 opening at this time under the partial vacuum produced in the cylinder. A very small air space is provided around the nozzle 25, resulting in a very high speed air current passing the mouth of the nozzle, which, with the partial vacuum in the cylinder. tends to split up the fuel, making it possible to start the engine when cold, and on heavy fuels, and tending to greater economy and efficiency. Near the end of the suction stroke the.

ports

30 and 31 register, and the back of the piston uncovers the port 30. Air now enters the cylinder through the

ports

30 and 31, the valve 18 having previously been placed to register its port 32 with the outlet 19*. The air entering the cylinder relieves the partial vacuum therein and mixes with the fresh charge admitted during the suction stroke. he mixture of air and fuel in the cylinder is compressed when the piston makes the next. return or compression stroke, and the mixture is then fired, which completes the cycle. At the end of the suction stroke the sleeve has moved to cover the poit 84:. The sleeve also covers the exhaust port 29 during the suction and the compression strokes. The amount of fuel passing from the nozzle 25 is governed by the position of the valve 18, and the greater the volume of air admitted to the cylinder, the greater will be the volume of fuel discharged from the nozzle. the proportion of air and fuel being therefore constant, and an engine is produced which will in itself vaporize its fuel to the highest degree possible without the necessity of heating the same. The single rcciprocatory sleeve also reduces the noise to a minimum.

The fuel admitted to the cylinder with a small quantity of air, or without air, will be expanded or torn asunder by the partial vacuum which will always exist in the cylinder on the intake stroke for a period of time covering over one half the length of the piston travel. the time aud'distance being controlled by the height at which the air intake port is positioned in the cylinder. This partial vacuum, upto this point, must always occurregardless of the throttle opening or speed of the engine, hence there is practically a constant efficiency in molecular disintegration, and the air is admitted to the fuel after the latter is vaporized in the cylinder by the partial vacuum. Of course, more fuel must be admitted as more air is admitted, but the additional volume of fuel practically does not affect the partial vacuum existing in the cylinder.

Fig. 2 shows a modification, the cylinder 1 having a main exhaust port 41 near its outer end, opposite which port the back of the piston 3 comes at the end of its working stroke. The sleeve 2 has a port 42 which registers with the port 41 at this time, allowing the spent gases to escape. Shortly after the back of the piston has come in line with the port 41, a port 44 in the sleeve registers with a cylinder port 43 at the combustion chamber end of the cylinder, allowing the atmosphere to relieve the partial vacuum in the cylinder caused by the outrush of the spent gases through the main exhaust port. The port 44 continues to register with the cylinder port 43 until the end of the exhaust stroke of the piston.

I claim:

1. In an internal combustion engine, a cylinder having a fuel inlet port at one end, an air inlet port at its other end opening to the atmosphere, and an exhaust port, a reciprocatory sleeve working in the cylinder and having ports corresponding to and adapted to register with the aforesaid cylinder ports, a piston working in the sleeve, means for operating the sleeve, and a valve for varying the area of the inlet port opening to the atmosphere.

2. In an internal combustion engine, a cylinder having a fuel inlet port at one end, an air inlet port at its other end, and an exhaust port, a reciprocatory sleeye working in the cylinder and having ports correspond ing to and adapted to register with the aforesaid cylinder ports, a piston working in the sleeve, means for operating the sleeve, a valve for the air inlet port of the cylinder, a controlling arm connected to said valve, and a fuel-controlling valve, said air and fuel valves being operatively connected to work in unison.

3. In an internal combustion engine, a cylinder having fuel inlet and exhaust ports, and an air inlet port, a reciprocatory sleeve working in the cylinder and having ports corresponding to and adapted .to register with the aforesaid cylinder ports, a piston working in the sleeve, means for operating the sleeve, a valve for the air inlet port of the cylinder, an arm connected to said valve for controlling the same. said arm having an abutment, a fuel-controlling valve, and a the cylinder,

4. In an internal combustion engine, a

cylinder having fuel inlet and exhaust ports,

and an air inlet .port, a reoiprocatory sleeve working inthe cylinder and having ports corresponding to and adapted to register with the aforesaid cylinder ports, a piston working in the sleeve, means for operating the sleeve, a valve for the air inlet port of an arm connect-ed to said valve for controlling the same, said arm having an abutment, a fuel-controlling valve, a

lever having an arm engageable with the fuel-controlling valve, and a curved member carried by the other lever arm and engageable by the abutment of the aforesaid arm for swinging the lever.

5. In an internal combustion engine, a cylinder having fuel inlet and exhaust ports, and an air inlet port, a reoiprocatory sleeve working in the cylinder and having ports corresponding to and adapted to register with the aforesaid cylinder ports, a piston working in the sleeve, means for operating the sleeve, a valve for the air inlet port of the cylinder, an armconnected to said valve for controlling the same, said arm having an abutment, a fuel-controlling valve, a lever having an arm engageable with the fuel-controlling valve, and a curved member valve, and a lever having an arm engagee able with the fuel-contolling valve, the other arm of the lever having an eccentric surface engageable by the abutment of the aforesaid arm for swinging the lever.

7. In an internal combustion engine, a cylinder having fuelinlet and exhaust ports, and an air inlet, a valve for the air inlet port of the cylinder, an arm connected to saidvalve for controlling the same, said arm having an abutn'ient, a fuel-controlling valve, a lever having an arm .engageable with the fuel-controlling valve. and a curved member carried by the other lever arm and engageable by the abutment of the aforesaid arm for swinging the lever.

8. In an internal combustion engine, a cylinder having fuel inlet and exhaust ports, and an air inlet port, a valve for the air inlet port of the cylinder. an arm connected to said valve for controlling the same, said arm I having an abutment, a fuel-controlling member carried by the other lever arm and engageable by the abutment of the aforesaid arm for swinging the lever, said member being adjustable to change its curvature.

9. In an internal combustion engine, a working cylinder having fuel inlet and scavenging ports at one end, and air inlet and exhaust ports at its other end, a reciprocatory sleeve working in the cylinder, said sleeve having ports corresponding to and adapted to register with the aforesaid cylinder ports, means foroperating the sleeve, a piston working in the aforesaid sleeve, a check valve chamber having a port communicating with the fuel inlet port of the working cylinder, a check valve seated in the check valve chamber, said checkvalve being opened by the partial vacuum in the working cylinder allowing an open passage thereto, a fuel spraying nozzle, a port or pipe communicating said check valve chamber with the fuel spraying nozzle, said nozzle having a needle valve seated therein, whereby the quantity of fuel released may be controlled, the aforesaid communicating port or pipe being restricted around the nozzle whereby a small'portion of the air necessary to form a cylinder volume is allowed to pass, whereby a molecular disintegration of fuel is had in the said working cylinder, due to the high partial vacuum formed in the cylinder by the intake stroke of the piston, an air valve housing having a port communicating with the air inlet port of the aforesaid working cylinder, an air valve contained in the air valve housing, an arm connectedto the valve for controlling the same, said arm having an abutment, and a lever having, an arm engageable with the aforesaid needle valve, the other arm of the lever having an eccentric surface engageable by the abutment of the aforesaid air valve arm whereby a proportionate quantity of fuel and air'may be had to form a firing mixture at all speeds.

10. In an internal combustion engine, a cylinder having fuel inlet and scavenging ports at on end, and air inlet and exhaust ports at its other end, a reciprocatory sleeve working in the cylinder, said sleeve having ports corresponding to and adapted to register with the aforesaid cylinder ports, means for operating the sleeve, a piston working in the aforesaid sleeve, a check valve chamber having a port communicating with the said fuel intake port of the cylinder, a check valve in the check valve chamber, a fuel spraying nozzle, a port or pipe communicating said check valve chamber with the fuel spraying nozzle, said nozzle having a needle valve seated therein whereby the amount of fuel released may be controlled, the connnunicating port or pipe being restricted around the said spraying nozzle whereby a very small portion of the air forming the cylinder volume is allowed to pass, whereby the molecules of the liquid fuel are parted by the high partial vacuum existing in said working cylinder created by the intake stroke of the said piston, a cylindrical valve housing a port communicating with the air inlet port of the aforesaid working cylinder, the said valve housing having a cylindrical rotatable valve therein, an arm connected to said valve for controlling the same, and a lever connection between the air valve lever and the aforesaid needle valve, whereby a proportional volume of air and fuel may be had to form a firing mixture.

11. In an internal combustion engine, a working cylinder having fuel inlet and exhaust ports, and an air inlet port, a reciprocatory sleeve working in the cylinder, said sleeve having ports corresponding to and adapted to register with the aforesaid cylinder ports, means for operating the sleeve, :1 piston working in the aforesaid sleeve, :1 check valve chamber having a port communicating with said fuel inlet port of the aforesaid working cylinder, a check valve seated in the check valve chamber, said check valve being opened by the partial vacuum in the working cylinder allowing an open passage thereto, a fuel spraying nozzle, a port or pipe communicating said check valve chamber with the fuel spray nozzle, said nozzle having a needle valve seated therein, whereby the quantity of fuel release may be controlled, the aforesaid communicating port or pipe being restricted around the spraying nozzle whereby a small portion of the air necessary to form a cylinder volume is allowed to pass, whereby a molecular disintegration of fuel is had in the said working cylinder, due to the high partial vacuum formed in the cylinder by the intake stroke of the pistons, an air valve housing having a port communicating with the air inlet port of the aforesaid working cylinder, an air valve contained in the air valve housing, an arm connected to the valve for controlling the same, said arm having an abutment, and a lever having an arm engageable with the aforesaid needle valve, the other arm of the lever having an eccentric surface engageable by the abutment of the aforesaid air valve arm whereby a proportionate quantity of fuel and air may be had to form a firing mixture at all speeds.

12. In an internal combustion engine, a cylinder having fuel inlet and exhaust ports, and an air inlet port, a reciprocatory sleeve working in the cylinder, said sleeve having ports corresponding to and adapted to register with the aforesaid cylinder ports, means for operating the sleeve, a piston emma working in the aforesaid sleeve, a check valve chamber having a port communicating with the said fuel inlet port of the cylinder, a check valve in the check vali'e of amber, a

fuel spraying nozzle, a port or pipe commu- 1 nicating said check valve chamber with the fuel spraying nozzle, said nozzle having a needle valve seated therein whereby the amount of fuel released may be controlled, the communicating port or pipe being restricted around the said spraying nozzle whereby a very small portion of the air forming the cylinder volume is allowed to pass, whereby the molecules ofvthe fuel are parted by-the high partial vacuum existing 3 in said working cylindencreated by the intake stroke of the said piston, a cylindrical valve housing, a port communicating With the air inlet port of the aforesaid Working cylinder,said valve housing having a cylindrical rotatable valve therein, an arm connected to said valve. for controlling the same, and a lever connection between the air valve lever and the aforesaid needle valve whereby a proportional volume of air and fuel may behad to form firing mixtures.

13. In an internal combustlon engine, a

cylinder having fuel inlet, air inlet, and

exhaust ports, a reciprocating sleeve working in the cylinder, said sleeve having ports corresponding to and adapted to register with the aforesaid cylind r ports, means for operating the sleeve, a piston orking in the sleeve, a check valve communicating with the intake port of the aforesaid cylinder, a fuel spraying nozzle communicating With the check valve chamber, said communication being restricted around the aforesaid spraying nozzle whereby a mixture very rich in fuel properties is had, said mixture being admitted to the said cylinder under com- RAYMOND STARBUGK DICKINSON.

Witnesses:

CHAS. W. SNYDER, Moses H. Drum.