US1342498A

US1342498A - Engine

Info

Publication number: US1342498A
Authority: US
Publication date: 1920-06-08
Anticipated expiration: 1937-06-08

Description

C. C. CLAYBERG.

.ENGINfl APPLICATION FILED NOV. 8, 1919. l

1,342,498. Patented June 8, 1920.

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APPLICATION FILED Nov. 8., I9I9.

1,342,498. .Patented June' 8, 41920.

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ENGINE.

APPLICATION HLED Nov. s, 1919.

1 ,342,498. Patented June 8, 1920.

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UNITED STATES CLARENCE CHARLES CLAYBERG, 0F DETROIT, MICHIGAN.

ENGINE.

Application filed November 8, 1919.

T 0 all whom it may concern:

Be it known that l, CLARENCE CHARLES CLAYBERG, a citizen of the United States, and residing at Detroit, in the county of Wayne and tate of Michigan, have invented a new and Improved Engine, of which the following is a specification.

This invenion relates to internal combustion engines of the two-cycle type and its object is to provide an engine in which the fuel gases to be burned in a working cylinder are previously partially compressed in a separate feeding cylinder whose piston is so formed that it will receive a portion of the burnt gases from the working cylinder and has a receptacle for condensed fuel which will be heated by said burnt gases sufficiently to evaporate the liquid fuel.

A further object of this invention is to connect adjacent ends of the compression and working cylinders with a passage normally closed by a valve which is held onto its seat by a spring whose tension and the angular relation of the cranks of the feeding and working cylinders regulate the timing of the compression within the working cylinder and control the operation of said valve.

Another object of this invention is to provide a passage between the compression and working cylinders in the wall of the cylinder block so as to obtahi a very short path which is substantially below the end of the feeding piston at the end of its working stroke.

Another object of this invention is. to so proportion the feeding piston and its top ring that the upper edge of this ring will eX- tend above the lower edge of the fuel passage to the working cylinder so that the heavier portions of the fuel will be carried into the working cylinder.

Another object of this invention is to obtain an engine of high efficiency, light weight and few noise producing parts, the high efliciency being obtained by the heating of a spot in the depressed top end of the feeding piston, in which spot the heavier portions of the fuel may collect and be vaporized by the heat of the burnt gases which are conducted'through the piston from the working cylinder.

In the accompanying drawings", Figure 1 is a vertical lon itudinal section of this improved engine. ig. 2 is a plan ofthe cylinder block. Fig. 3 is a bottom plan of the cylinder head. Fig. 4 is a section on the line 4-4 of Fig. 2 on a larger scale. Fig. 5 is a Specification of Letters Patent.

Patented June 8, 1920.

Serial No. 336,653.

central longitudinal section of a piston for one of the compression cylinders. Fig. 6 is a diagram illustrating the position of the cranks. Fig. 7 is a side elevation of an engine embodying my invention. Fig. 8 is a side elevation of the cylinder block showing the exhaust manifold.

Similar reference characters refer to like parts throughout the several views.

'llhe engine shown in the drawings is equipped with two working cylinders 1 and two feeding cylinders 2, preferably arranged en bloc and it is to be understood that any number of working cylinders and an equal number of compression cylinders may be employed, the type of motor being immaterial except as hereinafter set forth. Within the working cylinders are the working pistons 3 which connect to the cranks 4 by means of connecting rods 5. The cranks of the working cylinders are preferably evenly spaced around the crank shaft,.as are also the cranks 6 of the feeding pistons 7 which pistons are connected to the crank shaft 8 by means of the rods 9.

The cylinder block 10 is preferably formed integral with the upper portion 11 of the crank case. The lower portion 12 of the crank case is preferably provided with an oil pan 13 formed with the usual oil receptacles 14 into which the fins 15 on the lower ends of the connecting rods may dip. Bearings 16 of any desired type and construction may be formed in the ends of the crank case and a fiy wheel 17 may be mounted on the crank shaft 8. At the opposite end of the crank shaft I'prefer to mount a magneto 18, and a belt 19 may extend from the pulley 20 on the crank shaft to the pulley 21 which is connected to the fan 22 in any desired manner.

The working cylinders are constructed on the two-cycle principle and have exhaust ports 24 which are opened at the ends of the working strokes of the pistons 3. The explosive mixture is derived from the carburefer 25 and passes up through the manifold 26 to the ports 27 in the walls of the cylinders 2, the location of these ports being shown in dotted lines in Fig. 1. The eX- plosive mixture is partially compressed in the feeding cylinder 2 by the piston 7 during its upward stroke and flows from this cylinder through a passage 28, shown in Figs. 2 and 4, and lifts the valve 29 at the end of this passage and flows into the explosion chamber 30 at the upper end of the working cylinder. This chamber 30 is preferably formed in the cylinder head 32. Normally this valve 29 is held down by means of a spring 33 which engages a small piston 31k vpvured to the lower end of the stem 35 this valve.

This passage 2S begins at the edge of the feeding cylinder and isgenerally below the end of both pistons when they are at the ends of their outer strokes. This results in a more perfect flow of the compressed fluid i and renders possible the use of a very short passage. This is particularly true because the upper edge of the upper piston ring of the piston 7 extends above the lower edge of this passage so that any condensed or nearly condensed fuel which may lodge at the upper edge of the top piston ring will be blown into the passage 28 by the compressed fluid before the valve 29 closes. It will not, therefore, pass down into the crank case When the piston descends- As indicated in Fig. yG, the piston f is about ninety degrees ahead of the piston 3, although this spacing may be considerably increased. As the piston 7 descends the valve 29 will be held closed by its spring and a partial vacuum will be formed Within the cylinder 2. After the piston has passed the port 27, fuel will rush in through the carbureter 25 and manifold 26 and through the ports 2T into this cylinder 2. At the" end of this suction stroke the cylinder 2 will be substantially filled with fuel which will thereupon be compressed Within the cylinder 2 until the pressure is suflicient to liftl the valve 2'9 from its seat.

Atthe end of the working stroke of the Working piston 3, the exhaust port 24 is uncovered and the burnt gases Within the cylinder l will rush out through the port 2d: until the pressure Within the cylinder is reduced to substantially that of the outside air. 'Ihe feeding piston 7 has at'this time made substantially one-half of its Working stroke and shortly after the port 24: has been opened the explosive mixture Will begin to floiv through the passage 28 into the explosion chamber 30, to some extent forcing do'ivn the remaining burnt gases inthe cylinder l. As the piston 7 is con'ipleting its feeding stroke, the piston 3 rises and Will have made one-half of its compression stroke by the time thatthe piston 7 has reached the upper end of its feeding stroke. At this instant the valve 29 seats itself and the piston 3 continues upward until it has completed 'its compression stroke. n electric impulse is now received from any proper source of yhigh potential current, such as the magneto 18, over a Wire 36 and a spark occursrat theter'minals of a spark plug 37, igniting the compressed charge Within the cylinder 2V and causing the piston 3 to be driven. down through its Working stroke.

The ordinary gasolene of commerce does not vaporize readily, and it is liable to condense within' the feeding cylinder, I have, therefore, formed the head 3S of the piston 7 quite depressed as shown in Fig. 5 and have provided a conduit 39 to permit a portion of the burnt gases to flow up into contact with this head 3S. The cylinder' is formed with a port 4l, indicated in dotted lines in Fig. l, which communicates with a port Ll2 in the cylinder 2 by means of a small passage 43. rllhis arched conduit 39 which extends to the head v38 may be formed integral with said head by Welding or casting, as indicated in Fig. 5. Atthe instant that the port 42 registers with the intake end of the conduit 39, its outlet end registers with the discharge port 4:5 `in the cylinder Wall. The exhaust manifold 46 not only connects to the exhaust ports 24 but also preferably connects to these discharge ports 45. y

This flow of very hot gas through the conduit 39 causes a small area at substantially the middle or deepest portion of the head 38 of the piston 7 to become quite hot and as a result, any fuel which may become condensed Within the feeding cylinder and which collects at this point Will be vaporized and mix With the other fuel gases. The other fuel gases will not be unduly heated and no loss of power through overheated gases will result,

The tension ofthe spring 33 on the valve 29, together with the angle of advance of the feeding' piston control the opening and closing of the valve 29. This valve should close after the fuel charge has been injected and before the Working pistonhas moved very far in its compression stroke and the angular advance of the feeding piston must therefore be at least ninety degrees. In some cases this advance may be increased up to about 120 degrees.

The

usual passages

48 and 49 for the circulating liquid will be provided in the Walls of the cylinders and in the head 32, the passage 49 preferably connecting to a radiator.

The details of construction and proportions of parts may all be changed by those skilled in the art Without departing from the spirit of my invention as set forth in the following claims.

I claim 1.`In an internal combustion engine, the combination of feeding and Working cylinders, pistons therein, a `crank shaft and vconnecting rods between the pistons and the crank shaft, and a passage connecting said cylinders and positioned to be opened by the Working piston near the end of its Working stroke, said feeding piston being provided With an arched conduit adapted to register with said passage connecting said cylinders through which exhaust gases from the working cylinder may pass to heat the end of the feeding piston.

2. In an internal combustion engine, the combination of feeding and Working cylinders, pistons therein, a crank shaft and connecting rods between the pistons and the crank shaft, and a passage connecting said cylinders and positioned ,to be opened by 10 the working piston near the end of its Working stroke, said feeding piston being provided with an arched conduit adapted to register With said passage through which exhaust gases from the Working cylinder may pass to heat the end of the feeding piston, said conduit connecting at its high point to the middle of the end'of the pistonlwhieh is depressed to receive condensed fue CLARENCE CHARLES CLAYBERG.