US1327345A

US1327345A - mayers

Info

Publication number: US1327345A
Authority: US
Publication date: 1920-01-06
Anticipated expiration: 1937-01-06

Description

L. MAYERS.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED IUNE I5, 1916.

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L. MAYERS.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JUNE 15, 1916.

1,327,345. Patented Jan. 6, 1920.

2 SHEETS-SHEET 2.

% v I $313M: atto'ze-i AW m LEWIS MAYERS,

OF NEW YORK, N. Y.

INTERNAL-CUMBUSTIC N ENGINE.

v Application filed June 15, 191.6.

To all whom it may concern:

Be it known that I, Lnwis Marcus, a citizen of the United States, residing at 535 West 151st street, New York, in the county of New York and State of New York, 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 and has particular application to an engine wherein a relatively heavy fuel, such as kerosene oil or the like, may be used.

In the present instance it is my purpose to provide an internal combustion engine, operating upon the two-stroke cycle, which is of such construction as to obviate the loss of any portion of the fresh combustible charge through the exhaust port of the on gine, thereby eliminating a disadvantageous condition which exists in all two-cycle engines wherein the fuel is inspired together with the air. 7

Another object of the invention is to insure a complete and positive scavenging of the combustion chamber at all speeds of the engine.

Furthermore, I propose to provide means whereby the degree of expansion permitted to the burning charge may be varied inde pendently of the degree of compression to which the original charge was subjected.

An additional object of the invention is the provision of an engine wherein the mixtures of air and the less volatile hydrocarbons, kerosene for instance, may be warmed and agitated while in the compressed state, and thus thoroughly mixed prior to being inspired and ignited in the cylinder of the engine.

I also propose to provide an internal combustion engine which will embody the desired features of simplicity and durability in its construction coupled with economy and eliiciency in operation.

With the above recited objects and others of a similar nature in view my invention consists in the construction, combination and arrangement of parts set forth in and falling within the scope of the appended claims.

In the accompanying drawings,

Figure 1, is a view partly in side elevation and partly in section of one form of engine embodying my invention.

Fig. 2, is a vertical cross sectional view taken through one of the cylinders of the Specification of Letters Patent.

Patented Jan. 6, 1920. Serial No. 103,899.

engine, certain of the parts being shown in elevation.

Fig. 3, is-a top plan view of the engine shown in Fig. 1.

F ig. 4:, is a diagrammatic view showing the operating cycles of the engine, that is both the working and pumping cycles.

It will be understood that the construction shown herein is merely for the purpose of illustrating one specific form of engine by means of which the invention and its PI1I1C1-- ples may be practised, and therefore, the invention is by no means limited to the particular form of engine shown.

Furthermore, while the description herein. has reference particularly to an engine operating upon gasolene or other volatile fuel it may be equally well applied to heavy oil combustion, in such instance the pumping cylinder merely supplying air to the working cylinder, the oil fuel being separately injected by the compressed air in its passage from the pumping to the working cylinders, thus eliminating the separate injection air reservoir now required on oil engines.

Before entering into a detailed description of my invention I will state that it is embodied in the form of a multi-cylinder engine wherein at least three cylinders are employed. As in the conventional two-cycle engine each cylinder embraces both a working and a pumping chamber, the piston doing work in both chambers at each stroke.

The functions performed in the working chamber are as follows: When at its extreme inward position the piston is in close apposition to the cylinder head, all products of combustion or air in the chamber having been completely expelled. During the first portion of its outward stroke (the extent of such portion being determined by the number of cylinders as hereinafter set forth) a fresh charge of any fluid combustible mixture is forced, already compressed by means hereinafter described, into the space between the cylinder head and the outward moving piston. As soon as this portion of the stroke is completed the charge is ignited and the remaining portion of the outward stroke is the power stroke. The return, or inward stroke, is devoted completely to the expulsion of the products of combustion. Upon its completion. the cycle described is immediately repeated. i Y

The functions which are meanwhile per formed in the pumping chamber ar as follows: During the outward stroke of the piston a charge of combustible fluid mixture is inspired into the pumping chamber. During the major portion of the return or inward stroke the charge is compressed in such chamber, but during the remaining portion of such return stroke, it is forced into the working chamber of that one of the other cylinders, in which, during the same interval, the working piston is beginning its outward or intake-power stroke, as above outlined.

Thus, from each cylinder, at the end of the return or exhaust stroke therein, there is simultaneously being forced from its pumping chamber a highly compressed fresh charge into the working chamber of some other cylinder, the last of such cylinders in turn transferring the charge from its pumping chamber to the working chamber of the first cylinder, thus enabling the cycle of explosions to be repeated indefinitely.

The inlet and exhaust ports of each cylinder may be controlled by any form of valve, whether sliding or seating. As, however, the design of the engine aims at as complete a scavenging as possible of the products of combustion, (by bringing the piston in as close apposition as possible to the cylinder head), a form of valve construction is preferable which requires no pockets in the cylinder wall-as the Knight sleeve-valve or the in-head puppet valve. Should the puppet valve be used, the cams for valve actuation may be mounted directly on the crank-shaft, obviating a separate cam shaft, as indicated in Fig. 2.

In the present instance I have shown and described my invention as embodied in a sixcylinder engine although it will of course be understood that it is applicable to engines having a greater or lesser number of cylinders than that shown herein and as will he hereinafter apparent.

Referring now to the accompanying drawings in detail the letter A indicates the crank case of the engine while B indicates the engine crank mounted in suitable bearings C. Upon the crank case are mounted six cylinders which are designated by the

numerals

1, 2, 3, 4, 5 and 6 and are fired in this sequence, and referring to Fig. 1 and considering the cylinders from left to right of the drawing it will be seen that they are arranged in order as follows: 16-25-3-4, this arrangement being adopted for convenience and compactness. Each cylinder embodies a lower or pumping chamber 10 and an upper or working chamber 11. Each cylinder is also equipped with a step piston P embodying a section of relatively small cross diameter shown at 12and which works in the working chamber, and a section of relatively large diameter shown at 13 and which operates in the pumping chamber, a

piston rod 14: connecting each piston with the crank shaft. As there are six cylinders in the form of engine shown herein the pistons 14 are connected to the latter in the relation of 60 degrees apart. The letter D indicates a conventional form of carbureter from which leads a supply conduit E. From this main supply conduit six branch supply conduits, each as indicated by the numeral 15, lead respectively to the pump ing chambers of the six cylinders, the inlet of the explosive mixture or charge from each conduit 15 to the working chamber of the cylinder to which such conduit leads being controlled by a suitable automatic valve 16. The working chamber 11 of each cylinder is also provided with a suitable intake port 1? controlled by a valve 17 for admitting the explosive charge under compression to the working chamber of such cylinder, and such working chamber is also provided with an exhaust port 18 controlled by a valve 18 for permitting the escape of the exhaust of the explosive charge, these inlet and exhaust valves of the working chamber being mechanically operated through suitable cams on the crank shaft and connections between these cams and the valves. As before stated, the unexploded mixture of air and gas or the charge is intended to be forced under compression from the pumping chamber of one cylinder into the working chamber of another cylinder in which working chamber it is exploded to give the necessary power stroke to the piston moving in the cylinder in which the charge is exploded. In the six cylinder engine shown herein I have illustrated one arrangement or manner of connecting the various cylinders in order to economically accomplish this purpose. Referring to said figure, it will be seen that the pumping chamber of each cylinder is provided with an outlet port 19 controlled by an automatic valve 19', and that from the outlet port 19 of the cylinder 1 a conduit 20 leads to the valve controlled intake port 17 of the working chamber of the cylinder 2. Likewise, from the port 19 of the pumping chamber of the cylinder 2 a conduit 21 leads to the working chamber of the cylinder 3 and in turn, a similar conduit 22 leads from the outlet port of the pumping chamber of this cylinder 3 to the inlet port of the work ing chamber of the cylinder t. From the outlet port of the pumping chamber of the cylinder 1 a conduit 23 leads to the inlet port of the working chamber of the cylinder 5, and a similar conduit 24: leads from the outlet port of the pumping chamber of the cylinder 5 to the inlet port of the working chamber of the cylinder 6, while a conduit 25 leads from the pumping chamber of the cylinder 6 to the inlet port of the working chamber of the cylinder 1. It will, of course, be understood that the various inlet and outlet ports of the cylinders are provided with properly disposed valves as shown, for instance, in the sectional view of the cylinder 1 in Fig. 1.

In the engine shown the portion of the down-stroke devoted to the intake of the compressed charge corresponds to 60 degrees of crank shaft revolution. In the cylinder 1 the piston is at the top center ust entering on its downward stroke and in each of the other cylinders the piston is 60 degrees in advance of that of the preceding cylinder, numerically considered, so that the piston in the cylinder 6 is now within 60 degrees of completing its upward stroke. In the cylinder 1 the inlet valve 16 is opened and a combustible charge already coinpressed by the pumping section of the step piston in the cylinder 6 is being forced under pressure through the conduit 25 into the working chamber of the cylinder 1 by the action of the piston of the cylinder 6. Simultaneously the step piston of the cylinder 1 is inspiring a combustible charge through the port controlled by the valve 16 of such cylinder, drawing this charge into the pumping chamber of the cylinder. In the cylinder 2 the piston having completed the portionrpif its stroke devoted to intake,

- that is to say, a portion corresponding to 60 degrees of revolution, both the inlet and exhaust valves of the working chamber of the cylinder 2 are closed and ignition is about to occur. In the cylinder 3 a corresponding 60 degree advance has been made,

the explosion has occurred and the piston is traveling on its power stroke. In the cylinder 4 the exhaust valve is about to open and the piston about to begin its upward stroke and to compress the combustible charge in its pumping chamber preliminary to transferring it to the working chamber of the cylinder 5 when the piston in this cylinder 5 shall reach the end of its upward stroke and begin its down stroke. In the cylinder 5 a similar situation exists but with a 60 degree advance. ln the cylinder 6, however, as previously explained, the up movement of the pumping piston is just beginning to force the fresh charge already compressed, into the working chamber of the cylinder 1 in which the piston is just beginning its downward or intake power stroke.

When the compression stroke of the pi ton in the pumping cylinder coincides with its inward or exhaust stroke in the work: ing cylinder, it completes such compression stroke at upper center, and in the cylinder or chamber to which it has transferred the compressed charge, the piston has traveled from upper center a distance corresponding, in crank shaft travel, to the interval bedivided by the number of cylinders.

ln the engine shown in the drawings, the opening and closing of the valves take place at the theoretically correct points in the cycle. However, as in the conventional fourcycle engine, leads or lags may be given to valve openings and closings for any purpose desired. Thus, to secure a longer time for the entry of the compressed charge into the working cylinder, it may be given a lead in opening (the exhaust valve being given a corresponding lead in closing). On the other hand, if the portion of the stroke devoted to inlet be desired to be shortened, the inlet valve may be given a lead in closing. in this case, the travel of the pump mgpiston after the inlet valve of the working cylinder which it supplies has closed, acts to compress the rem ainder of the charge in the transfer passage, to a higher degree, such excess compression going to increase the pressure of the next following intake into the working cylinder.

ln the'engine illustrated in the drawings, the displacement of the pumping piston is equal to that of the working piston, so that the ratio of compression of the charge equals the ratio of expansion following co1nbustion. Should the diameter of the pumping piston be diminished, however, its displacement would be less than that of the working piston, and the ratio of compression would be less than that of expansion. A means is thus offered of securing, without compounding, and without useless work, an expansion of the charge greater than the original compression.

While I have herein shown and described one particular embodiment of my invention 1 wish it to be understood that I do not confine myself to all the precise details of construction herein set forth by way of illustration, as modification and variation may be made without departing from the spirit of the invention or exceeding the scope of the appended claims.

What I claim is:

1. In an internal combustion engine, the combination with a plurality of step cylinders, each having a working chamber and a pumping chamber, a step piston for each of said cylinders having a section working in said working chamber and a section working in said pumping chamber, and means for conveying an explosive charge from the pumping chamber of one cylinder to the working chamber of another cylinder where such charge is to be ignited, the compression stroke of each of the pumping sections coinciding with the exhaust stroke of its attached working section, and the connection between each pair of pumping and working chambers communicating with the latter near its outer end, so that a charge is forced from the pumping chamber of one cylinder into the working chamber of another cylinder at approximately the outer dead center of the piston movement and under approxi mately final pressure whereby reexpansion of the charge is eliminated.

2. In an internal combustion engine, the combination with a plurality of step cylinders each having a working chamber and a pumping chamber, each working chamber having a valve controlled inlet adjacent its outer end and a valve controlled outlet, each pumping chamber also having an inlet and an outlet, a conduit leading from the outlet of the pumping chamber of one cylinder to the inlet of the Working chamber of another cylinder, a step piston for each cylinder having a section in the working chamber and a section in the pumping chamber, the section of the piston in one of the pumping chambers being adapted to compress an explosive charge therein and force the same through the conduit to the working chamber to which the conduit leads, when the piston is at approximately the outer dead center, and thus the charge is transferred to the working chamber under approximately final pressure and reexpansion of the contents is eliminated.

3. In an internal combustion engine having at least three step cylinders, each cylinder having a Working chamber and a pumping chamber, each working chamber having a valve controlled inlet adjacent its outer end and a valve controlled outlet, each pumping chamber also having an inlet and an outlet, means for conducting an explosive charge into the pumping chamber of each of said cylinders, a piston operating in the pumping chamber of the first of the cylinders for compressing an explosive charge therein and forcing the same into the working chamber of a second cylinder, a piston operating in the working chamber of the second cylinder and adapted to be driven when the charge is ignited in its working chamber, a piston operating in the pumping chamber of the second cylinder and adapted to compress an explosive charge admitted to such pumping chamber and force the same to a third cylinder, a piston operating in the working chamber of the third cylinder and adapted to be driven When the compressed charge therein is ignited, means for supplying an explosive charge under compression to the working chamber of the first mentioned cylinder when the crank of the piston therein is at approximately the outer dead center, a piston operating in the working chamber of the first chamber and adapted to be driven when the compressed charge therein is ignited, and a crank shaft to which said pistons are connected, the pistons of each cylinder being in step relation, and the compression stroke of each pumping piston coinciding'with the exhaust stroke of its connected working piston, whereby reexpansion of ti charge in a working chamber before igni i hn is eliminated.

In testimony whereof I aiiix my signature in the presence of two witnesses.

LEWIS MAYERS. Witnesses E. M. HAnmsoN, J. KENT.