US1335325A - Assigetob - Google Patents

Description

R. F. GILE.

I NTERNAL COMBUSTION ENGINE.

AFPLICATION FILED MAY 9 1.916,.

Patented Mar. 30, 14920.

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'NTERNAL COMBUSTION ENGINE. APPLlcATloN FILED MAY 9, lele.

1,335,325, Patented Mar. 3o, 1620.

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n, F. GILE. INTERNAL COMBUSTION E'IIGINE. APPLICATION FILED MAY9| l9I6.

4 SHEETS-SHEET 3.

I 1,335,325. Patented Mar. 30, 1920.

R. F. GILE.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED III/Iv 9. me.

1,335,325. Patented MM. 30, 1920.

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lllNlTEl TATE@ :PATENT FFICE.

RICHARD F. GILE, OF CLIFTGNDALE, vI-lSSAC-IUSETTS, ASSIGNOR, BY MESNE ASSIGN- MENTS, TO GEORGE NCODVE TRUSTEE, OF BEOKLINE, MASSACHUSETTS.

NTERNAL-CGll/IBUSTON ENGINE.

lessees.

lppIication filed May 9, 1916.

To all whom t may concern.'

it known that l, liioiiann l?. GILE, a citizen of the United States, and a resident o1" Qlil'tondale, in the county of Essex and itate of lrlassachusetts, have invented a new and useful lmprm'ement in internal-Som bnsticn Engines, of which the following is a speci'ication.

My invention relates to internal combustion engines and more especially to engines ot' the combined pump and motor cylinder type, either' single or double acting, and its object is to provide a simple and elrlcient means connected directly to the powenpiston connecting-rod or pitman for controlling the motion of the sub-piston.

The drawings which accompany an d forni a part o' this specification show an illustrative embodiment ot my invention, but it is to be understood that the construction herein particularly iflescribed may be widely varied without departing` trom the scope of my invention as defined by the appended claims.

ln the drawings- Figure .l is central longitudinal section ot the traine and cylinder ot a single actingI engine embodying` improved sub-piston control, the moving' members being` shown in elevation as they would appear looking toward the lett from a plane passing through the line -X of Fig. 2 normal to the axis of the crank-shaft. Fig'. 2 is a longitudinal section taken on the line 2 2 ot lling l.. ige. L., and 6 are diagrams showing the positions of the moving parts at various points in the cycle.

ln the particular drawings selected for more fully disclosing my invention, 1 represents a frame connected by the bolts 2 to,

the base 3, the frame and base inclosing the lower portion of the engine.

Suitably secured to the top of the trame is a cylinder 4;, the open lower end 01"' which projects into the frame, its upper end beinel closed by the head 5 attached thereto by the bolts 6 and having' a number 0I'I Jfuel passages or llutes 'l' arranged lengthwise in its bore and connnunicatiim` with the coinbustion chamber A.. Any suitable number of flutes, say from 16 to 20, more or less, may be used, il spark-plug' S is screwed i .to the cylinder-head, its points projecting` into the combustion chamber Si, and the cyl- Specification of vLetters Patent.

Patented Mar. 30, 1920.

Serial No. 96,423.

inder and head are water-jacketed as shown at 9, 10.

r'rrranged to reciprocate Within the cylinder is a power piston 11, herein shown as a trunk piston, and a double pitman 12 engages the pin 13 secured in the walls thereof and connects said piston to the wrist pin 1l of the crank 15 to transmit power developed in the cylinder to the main crank-shalt 16 journaled in the bearings 17 integral with the engine frame and base. sub-piston 18 is arranged to reciprocate within the cylinder' between the power piston and the combustion chamber and its rod 19 passes through and is guided by a longitudinal bore in the central core ol the power piston, its lower end being` pivotally connected to one end or" the link 20, the other end ot which nes the centrally-arranged arm 21 of the hollow rockshai't arrangzjed to oscillate about the stationary shaft 23, which is secured in the bosses 23' projecting inwardly from the sides of the trame. Secured to, or, as shown in the present instance, integral with one end ot said rock-shaft, is a somewhat shorter arm 24, which by means of the connecting rod 25 is articulated with the arm 27 ot' the bellecrank 2S pivotally connected to the trame by the pin 29, the pin 26 which pro- Ajects from said arm 2T to the right, as viewed in Fig'. 2, engaging' the lower hub of the connecting' rod 25. The other arm `3() ci said bell-cranl-r pivotally connected by the link 31 with one member ot the double pitman 12, the lower hub ol' said link enraging the pin "N which proj ects from said OV bell-crank toward the left, as viewed in Fig. 2, and its upper' hub engaging the pin 32 fixed into the pitman 12.

The cylinder has an exhaust passage 33 controlled by the inwardly-opening; valve El normally held to its seat by the spring' 35 which surrounds the valve stem and bears inst the valve housing' and the collar 36 on said stem. rEhe valve may be opened by any suitable mechanism, such for example as the tappet 37 actuated by the cam 38 which coperates with the head 39 thereof, gearing' (not shown) being employed to connect the cam 10 with the crankshaft.

The :tuel inlet 1l is located a short distance above the lower end ol the power piston be obvious from an inspection when the latter is in explosion position at the end of its up-stroke, as shown in Fig. 1, and may be connected to any suitable source of fuel.

lt will be understood of course that the foregoing detailed description comprises various elements which in the precise form shown in the drawings and described herein are not essential to my invention and that these parts vmay be considered simply as typical of the necessary elements of an internal combustion engine.

By means of the flutes or fuel passages l secure an intimate and substantially per fect mixture of the fuel. charge and this results in practically' complete combustion. -is the power piston approaches the head of the sub-piston the charge which is contained in. the space between these two elements is compressed and forced by such compression around the advancing head of the sub-piston through the restricted passage afforded by the flutes or fuel passages and is shot with great force against the cylinder head in a number of relatively small streams.

rin explosion of the compressed charge in the combustion chamber acts directly on the head of the sub-piston and by the latter is connnunicated to the power piston. 1t is absolutely necessary that the. two pistons shall travel at the saine rate of speed without the slightest relative movement until the sub-piston shall have covered the inner ends of the flutes. rhe reason for this will of 2 in which the parts are shown in the position d ii'nmediately prior to ignition in the combustion chamber Should the power piston begin to move away from the snb-pist"n before the latter covers the inner ends et' the flutes. a portion of the effect of the explosion will be exerted against the lower face of said sub-piston in opposition to the force exerted on the upper face thereof. lt is essential also that the subsequent relative movement between the pistons be created positively.

The positive relative movement of the subpiston with respect to the power piston is created by the pitman "hich communicates the necessary motion to the sub-piston through the link 31, bell-crank 28, connecting rod rock-shaft QQ, the arms and 21 which are rigidly connected to said rockshaft,y and the link 2O.` The operation of these elements will be explained with reference to Figs, 8, 4T, 5 and f3. on which the several moving parts are indicated by lines identified by reference numerals correspondingl to those used on Figs. 1 and Q and provided with exponents l, Il, H1, etc., to designate the successive positions of said parts. y

vWhen both pistons are at the upper ends of their strokes (explosion position) as shown in Figs. 1, 2 and 3 and the charge compressed in the combustion chamber, the valve. 311 beingl closed, the charge is tired and the resulting explosion causes both pistons to descend at the same initial rate of speed and without any relative movement substantially until the crank 15, which rotates in the direction of the arrows, has passed from its initial position 15 (Fig. il) to a point somewhat less than 135 degrees therefrom or the position at which the link 31 is normal to the pitman 12. At this point the sub-piston has reached the end of its s roke and its face is sliohtly above the fuel inlet. r1`he sub-piston, just before reaching the end of its stroke, begins to ag and the power piston moves away therefrom. rhe sub-piston in'nnediately having reached the end of its stroke begins to move upwardly, the power-piston meanwhile continuing its down-stroke to position 11 Fig. f shows the position of the parts when the crank has reached the position 15 or 135 degrees from its initial position. The power piston has ahnost reached the end of its down-stroke and, the link 31, having just commenced to make an angle with the pitman and draw the bell-crank clockwise, the sub-piston has just started upwardly. From the position 15 of the crank to the position 15, the movement of the sub-piston is extremely rapid, and the relative motion between the two pistons creates a partial vacuum in the space between the same, thereby drawing a charge of fuel thereinto which will be compressed by the up-stroke of the power piston as soon as the latter has covered the fuel inlet. The exhaust valve 34 opens practically simultaneously with or preferably shortly before the commencement ofthe rip-stroke of the sub-piston and the burnt gases of the preceding explosion are mechanically expelled by thel latter. As the power piston and compresses the between the pistons, a portion of such gas passes around the head of the sub-piston through the flutes to the combustion chamber and pneumatically expels the remaining` portion of the burnt gas through the exhar-.st passage whereupon the exhaust valveJ closes.

shown by Fig, 7, the sub-piston has arrived at position 18 which is just below its explosion position when the crank is 180 degrees from its initial position and the power piston is at the end of its downstroke. The power piston now begins to rise. but the sub-piston remains practically stationary until the crank 15 returns to initial position, whereupon both pistons will be found at. explosion position. Referring to Fig. 5. three positions 15. 15W, l5" of the main crank betw en 270 degrees and initial position are shown, and the correspending positions of the arms 27, 30 of the bell-crank, the arms 24, 21 of the rock-shaft, and the upper face otl the sub-piston are correspondingly marked. It will be noted that as the crank passes from position 15 to position 15 the sub-piston recedes very slightly from position 18 to 18 and that as said crank passes from position 15 to initial position the sub-piston gradually rises a very short distance to its explosion position arriving again at said position at the instant that the power piston has completcd its 11p-stroke.

The relative movement of the pistons during their up-strokes and after the power piston has covered the fuel inlet, will etfect the compression of the charge and drive the same with great Ytorce through the tintes into the combustion chamber, thereby shooting the charge against the cylinder head in a plurality of relatively small streams and effecting the thorough mixture of the same until the crank arrives at initial position whereupon ignition occurs and the cycle is repeated, there being' one explosion at the end of every tip-stroke or one per revolution ot' the crank-shaft.

It will be obvious that by duplicating the sub-piston control apparatus, my invention may be applied to a double-acting engine having two pistons, one on cach side of the power piston.

While l have described in detail the relative movement of the parts which l have found to be satisfactory in practice, it will be understood that l do not limit myselt specilically thereto, for said parts may be variously adjusted and timed and other cycles may be effected.

claim:

1. An internal combustion engine comprising a cylinder, a power piston and a sub-piston both arranged to reciprocate within said cylinder, said sub-piston being located between the power piston and the combustion chamber, a crank, a pitman connecting said power piston to said crank, and means connected directly to said pitman intermediate the ends thereof for Controlling said sub-piston.

2. in internal combustion engine comprising a cylinder provided with a combus-V tion chamber at one end only, a sub-piston and a power piston both arranged to reciprocate within said cylinder, said sub-piston having a single head located between said combustion chamber and said power piston, a crank, a pitman connecting said power piston to said crank and means Connected directly to said pitman intermediate the ends thereof tor controlling said sub-piston.

3. An internal combustion engine comprising a cylinder, a power piston and a sub-piston both arranged to reciprocate within said cylinder, a crank, a pitman connecting said power piston to said crank, and means connected directly to said pitman intermediate Athe ends thereof for causing positive movement of said pistons at the same initial rate of speed without relative movement and for causing', Subsequently, positive relative movement between the same.

Al. An internal combustion engine coinprising a cylinder, a power piston and a sub-piston both arranged to reciprocate within said cylinder, a crank, a pitman con` necting said power piston to said crank and means connected directly to said pitman intermediate the ends thereof Jfor causing positive movement of said pistons initially at the same rate of speed without relative movement and subsequently at diii'erent rates of speed.

5. An internal combustion engine cornprising a cylinder, a power piston and a suhpiston both arranged to reciprocate within said cylinder, a crank, a pitman connecting said power piston to said crank., and means connected directly to said pitman intermedr ate the ends thereof 'tor causing said pistons to travel at the saine rate ot' speed without relative Amovement until the sub-piston reaches` the end of its down-stroke and Vfor causing, subsequently', positive relative movement between the same.

6. An internal combustion eng'ne comprising a cylinder, a power piston and a subpiston both arranged to reciprocate, within said cylinder, a crank, a pitman connecting said power piston to said crank and means actuated by said pitman for causing said pistons to travel at the same rate oi' speed wit-hout relative movement until the subpiston reaches substantially the end et its dowirstroke, tor Causing, subsequentl positive relative movement between the same and tor holding the sub-piston substantially stationary Vat the end ot its rip-stroke until the power. piston completes its tip-stroke.

7. An internal combustion engine comprising` a cylinder, a power piston and an imperiorate sub-piston both arranged to reciprocate within said cylinder, a crank, a pitman connecting said power piston to said crank and means actuated by said pitman for Causing said pistons to travel at'tlie same rate oi speed without relative movement iin-- til the sub-piston reaches substantially the end ot its down-stroke, for causing, subsequently, positive relative movement between the same, for moving said sub-piston substantially to its explosion position at the end of its tip-stroke by the time the power piston has reached the end oit its downstroke and for holding said sub-piston practically stationary until the power piston reaches the end of its rip-stroke.

8. An internal combustion engine comprising a cylinder, a power piston and au impcrforate sub-piston both arranged to reciprocate within said cylinder. a crank, a pitman connecting said power piston to said crank and means actuated by said pitman for moving said sub-piston from the end of .its down stroke substantially to its explosion position by the time the power piston has arrived at the end of its power stroke in the opposite direction.

9. An internal combustion engine comprising a cylinder', a gower piston and asubpiston both arranged to reciprocate within said cylinder, a crank-shaft, a pitman connecting said power piston thereto, a bellcrank pivoted on one side of said crankshaft, a rock-shaft pivoted on the other side thereof, two arms on said rock-shaft, a link connecting the rod of said sub-piston to one. arm of said rock-shaft, a rod connecting the other arm of said rock-shaft to one arm of said bell-crank, and a link connecting the other arm of said bell-crank to said pitman.

10. An internal combustion engine comprising a cylinder, a power piston and a sub piston both arranged to reciprocate within said cylinder, a crank-shaft, a pitman connecting said power piston thereto, a bell-crank and a rock-shaft both pi'voted in proximity to said crank-shaft, two ar'fns on said rock-shaft, a link connecting the rod of said sub-piston to one arm of said rock-shaft, a rod connecting the other arm of said rocksha-ft to one arm of said bell-crank, and a link connecting the other arm of said bellcrank to said pitman.

11. An internal combustion engine comprising a cylinder, a power piston and a subpiston both arranged to reciprocate within said cylinder, said sub-piston being located between the power piston and the combustion chamber, a crank-shaft, a pitinan connecting said power piston thereto, and connections interposed between a point intermediate the ends of said pitman and the rod of said subpistou for controlling the motion of the latter.

12. An internal combustion engine comprising a cylinder provided with a combustion chamber' at one end only, a sub-piston and a power piston both arranged to reciprocate within said cylinder, said sub-piston having a single head located between said combustion chamber and said power piston, a main shaft having a crank, a pitman connecting said power piston to said crank, means for causing the sub-piston to travel in contact with the power piston during a; substantial portion of the power stroke and for causing, subsequently, positive relative movement between said pistons, and a member connecting said means to said pitman.

13. An internal combustion engine comprising a cylinder, a power piston and a subpiston both arranged to reciprocate within said cylinder, a Crank, a pitman connecting said power piston to said crank, means actuated loy said pitman .for causing positive movement of said pistons at the same initial rate of speed without relative movement and for causing, subsequently, positive relative movement between the same, and means whereby the charge of fuel in said cylinder is transferred under pressure from the space between said pistons through a restricted passage to the combustion chamber.

1i. An internal combustion engine comprising a cylinder, a power piston and a sub-piston both arranged to reciprocate within said cylinder, a crank, a pitman connecting said power piston to said crank, means actuated by said pitman for causing positive movement of said pistons at the same initial rate of speed without relative movement, and for causing, subsequently, positive relative move-ment between the same, and mea-ns whereby the charge of fuel in said cylinder is mixed during compression.

15. An internal combustion engine comprising a cylinder, a power piston and a sub-piston both arranged to reciprocate within said cylinder, a crank, a. pitman connecting said power piston to said crank, means actuated by said pitman for causing positive movement of said pistons at the same initial rate of speed without relative movement and for causing, subsequently, positive relative movement between the same, and means whereby the charge of fuel in said cylinder is transferred under pressure from the space between said pistons to the combustion chamber in a plurality of relatively small streams.

16. in internal combustion engine comprising a cylinder having a plurality of fuel. passages arrange-d lengthwise in its bore at one end thereof, a power piston and a subpiston both arranged to reciprocate within said cylinder, a crank, a pitmain connecting said power piston to said crank, and means actuated by said pitman for causing positive movement of said pistons at the same initial rate of speed without relative movement and for causing, subsequently, positive relative move-ment `between the same.

17. An internal combustion engine comprising a cylinder having` a plurality of fuel passages arranged in its bore near one end thereof, said fuel passages communicating with t-he combustion chamber of the engine, a power piston and a sub-station vboth arranged to reciprocate within said cylinder, a crank, a pitman connectingl said power piston to said crank and means actuated by said pitman for causing positive movement of said pistons at the same initial rate of speed without relative movement and for causing, subsequently, positive relative movement between the same.

18. An internal combustion engine coml. O U

prisinp' a cylinder provided with a combustion enember, e sub-piston and e power piston both arranged to reciprocate within seid cylinder, seid slib-piston being located bet1Y feen said combustion chamber and seid power piston7 a main shaft having` a crunk, :L pitmun connecting seid power piston to smid crank, means i'or causing the sub-piston to trevel in Contact with the power piston during zi substantial portion-of the power ,stroke and for Causing, subsequently, positive relative movement between said pistons., und n member connecting seid means directly to seid pitman intermediate the ends thereof.

19. ein internal combustion engine comprising a. cylinder, a sub-piston and e power piston `both arranged to reciprocate within seid cylinder, .1 main shaft having a Crank, a pitmnn connecting said power piston to said crank, ineens for causing the Sub-piston to travel in Contact with the power piston during` u substantiel portion of the power stroke and for causing. subsequently, positive relative movement between said pistons, and a member connecting said means directly to said pitmnn intermediate the ends thereof.

20. An internal combustion engine oomprising a cylinder, a power piston and a subpiston both arranged to reciprocatel within said Cylinder and to travel in the same direction during the power stroke, :t crank, a pinnen connecting said power piston to said crank, means for controlling said sub-piston positively throughout the entire cycle, and a member 'connecting seid means directly to said pitman intermediate the ends thereof.

In testimony whereof I have hereunto subscribed my name .this 22nd dey of April, 1916.

RICHARD F. GILE.

Vitnesses:

GEO. K. lVooDwoRTH, E. B. TOMLINSON.

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