US1355348A - Internal-combustion engine - Google Patents

Description

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SAMUEL D. MOTT, OF PASSAIC, NEW JERSEY, ASSIGNGR OF ONE-HALF TO .ARTHUR B.

SULLIVAN, 0F ALLENEALE, NEVI JERSEY.

INTERNAL-COMBUSTION ENGINE.

speciecauon of Letters Patent.

Patented oct. 12, 1920.

Application le November 19, 1915. Serial No. 62,290.

To all whom t may concern:

Be it known that I, SAMUEL D. Mo'r'r, a citizen of the United States, resident of and whose post-ofce address is 130 Autumn 5 street, in the city of Passaic, county of Passaic, and State of New Jersey, have invented certain new and useful Improvements in Internal-Combustion Engines, of which the following is a description, reference being 10 had to the drawings forming 'a part hereof.

My invention relates to internal combustion engines, and more particularly to general features of construction and combination with many advantages as will hereinafter appear.

Among the principal objects are to produce a noiseless or silent engine with respect to the method of exhaust of the products of combustion; also a simple engine by eliminating parts that would usually wear, and in present day engines cause trouble as do various forms of valves, cams, etc.; to effect complete exhaust and secure better scavenging than is usual; and other objects which will be evident from the following specification.

In the accompanying drawings in which I have illustrated a particular embodiment of my invention- Figure I is a vertical section of the engine at the explosion dead center.

Fig. kII a vertical section at a position of the piston half way out on stroke.

Fig. III a vertical section with the piston at the extreme end of the out stroke.

Fig. IV a side elevation.

Fig. V a vertical section in the plane of the crank-shaft, with piston at the outer end of its stroke.

Fig. VI a section of connecting-rod when the piston is at the head of the cylinder.

Fig. VII a section of connecting-rod and piston when at the eXtreme outer end of its stroke.

Fig. VIII is a side elevation and part section of piston and connecting-rod, on a plane transverse to the crank-shaft.

Fig. IX is a fragmentary section of the connecting-rod head transverse to the axis of the piston-pin.

Fig. X is a section at 10-10 of the connecting-rod.

Fig. XI is a view of the end of crank case as shown in Fig. V.

Fig. XII is a top view of Figs. I, II, III and IV.

Fig. XIII is an elevation and end view of the piston in modified form.

The engine comprises the power'cylinder 1, attached to the differential cylinder 2, with the crank-case 3 and crank-shaft 4, with crank-pin 5, having the hollow center or port 6 and a valve opening 7 on one side thereof. i rlChe connecting rod 8 has the central openlng 9 and crank-pin bearing 10, which may be in any suitable form, and shown as solid for purpose of illustration only; while the connecting-rod head 11 has the opening 12 passing through the head, which head is shown solid in some of the figures for the purpose of illustration only. In Figs. VIII and IX the connecting-rod ends are shown with split bearings in the usual for for the purpose of assembling.

The piston 18 has the head 14, with a cen-4 tral opening 15, which is an inlet portfor explosive mixture. Integral with the main piston is a shoulder 16 connecting it with` a differentially larger piston section 17 fitting within the supplementary cylinder 2. Into the supplementary cylinder an inlet 18 is located in the side at a point where it will be closed by the walls of the supplementary piston 17, at a certain point in the out stroke of the piston.

In Figs. VII, VIII, for purpose ofillustration, only the outer portion of thel piston 13, is shown. In Fig. XIII the side elevation shows the differential piston taken out of the engine,` with a restricted portion 19 on the larger diameter portion, which provides a means of reducing friction between this portion of the piston and section 2 of the cylinder, and likewise permits reducing the internal space in the crank-chamber where compression is produced, as will hereinafter appear, as by varying the thickness or configuration of the internal walls of the piston. k

Any suita le ignition plug or other means is indicated at 20, at the head of the cylinder. Between sections of the cylinder 1 and 2, the opposed anges 21-22, respectively, forming the ends of these parts, are separated by any suitable spacing means, so as to form the lateral all-around opening 23, to permit the exhaust of gases as indicated by the arrows in rigs. rrr and x11. This spacing may be effected by means of sleeves on the connecting-bolts 24, or in any other suitable manner.

In Fig. V, the power cylinder 25 varies from the cylinder 1 in the other views, by having projections 26 on an annular extension 27, which serve to keep the power piston head 14 in bearing with the cylinder at all parts of its stroke. The spaces between the projections 26v aHord an uninten' ruptedl annular exhaust port into the annular space 28, formed on the outward stroke by ythedifl'erential piston, while this annular space .is Aopen to the-ultimate annular exhaust 23 at all times. The hollow connecting-rod 8 may have a section as shown in F ig. X. Y

It will thus be seen that in the particular form in whichr I have illustrated'my invention, that the piston 13 is the powerpiston in the cylinder 1.V Explosive mixture 1s supplied to the power cylinder through the port 12, and the hollow core 9 ofthe connecting-rod- 8. The mixture reaches the connecting-rod through the crank-chamber formedv by the cylinder 2 and crank-case 8,

by 'means of the inlet pipe 18 which draws its mixture from any suitable carbureter or other explosive mixture producing apparatus; and when in the crank-chamber this mixture passes through the hollow core 6 of the crank-pinY and Vthrough the hole 7 in .the crank-pin, when the crank-pin approaches and passes the end of the. outer stroke, -as particularly illustrated in Fig. VII. lVhlle the piston moves outward on its stroke it compresses the mixture in the crank-chamber so that a degree of compression there exists when the outer dead center is reached, which compression depends upon the relative sizes of the parts, and is predetermined by the clearance left due to the shape of the piston and crank-chamber and coperating parts. Owing to this pressure in the crank-chamber, as. soon as the outer dead center is almost reached., the port 7 registersfwith the hole inthe connecting-rod and the compressed gases will flow through the connecting-rod and through port 12 in the head and the port 15 in the headof they cylinder, into the explosion chamber, as indicated by arrow in Figs. III and V.

Aftery the explosion has taken place, the outward movement of the piston when approaching the dead center uncovers the lateral annular port 23, as shown in Fig. III, and at or near the 'extreme of the stroke the exhaust takes place. This exhaust arrangementpermits maximum rapidity of'exhaust by affording an outlet radially in all directions, and this outlet is relatively free compared with any of the now usual limited exhaust ports or' pipes involved in currentA practice.

. to the exhaust the In order to preserve a continuous bearing between the cylinder and power piston walls,

a modification, as shown inrFig. V, may be used. In this view a further modification has also been illustrated for use'in cases 70 where it is desired to haveardirect, unobstructed connection to the outer air from thev cylinder. W hen so constructed the exhaust will pass between the projections 26, but the exhaust still will be radially in all directions and will pass into the relatively large annular chamber 28, as well as out of the lateral exhaust 23; Immediately upon passing the outer dead center, the piston moving inward, and the ports between projections 26 being closed, thefshoulder 16V on the differential piston acts as an annular piston to force the products Aof combustion out of the annular chamber 28.

It will be seen that the inlet of fresh mix* ture is effected in a stream in the axis of the piston, while the exhaust has suddenly escaped radially in'all directions from the sides, which arrangement facilitates to a maximum the quick exhaust of inert gases, and the displacement filling the cylinder space with freshmixture ready for the next power stroke. A few degrees after the pass-V ing of the outer dead center, the port 7 will cease to register with'the opening 9 in the 95 connecting-rod, thus closing the explosion chamber and power cylinder space at the same time that the exhaust space is closed by the first operation of the return stroke, so that the entire return stroke of the piston is effective in compressing or further coinpressing the new charge preparatory to reaching the inner end of the stroke and the next ignition.l In this manner the engine operates on theA two-cycle principle, with crank-case compression, butin a manner' whichV in certain forms may eliminate puppet valves, cams, etc., whereas with respect construction is such as to afford a maximumree, quick exhausting of the products of combustion'with the attendant advantageV of elimination of the noise. rl`his rapid exhaust, free so far as possible, may be compared with the' burning of powder 'when not conned, which is free from 115 detonation, whereas powder confined and ex.- ploded, with a small exit for the increased pressure, produces a loud report.

While in Figs. VIII, IX and X, particular forms of connecting-rod and connecting-rod bearings have been shown, these may be made in any suitable manner to meetv the requirements of construction confronting any designer; and as to other details they are in the main shown in conventional form, with the details of crank-shaft bearings and other details eliminated as such may be made as usual. The piston section 17 is shown recessed so as not to interfere with the crankshaft, while at the same' time extending at 130 other parts of its circumference the desired distance to close the inlet 18, to eect compression in the crank-chamber.

As shown in Fig. V, the differential piston on its outward movement, considering particularly high speed, will tend to create a slight vacuum in the annular cylindrical space 2S, or at least will effect a suction in proximity to the exhaust port, so that upon the opening of the exhaust port the gases are drawn into the annular chamber, thereby increasing the efficiency of exhaust and aiding in the scavenging of the cylinder. On

' the return stroke these gases will be forced gine.

out of the annular exhaust opening 23.

The same eiect in the varying degree is realized in the form as shown in Figs. I, il and HI. The annular chamber or cylinder space of the differential piston forms an exhaust chamber with more or less rareiication of air at the time the exhaust port opens, and thereby aids in drawing out the exhaust, or at least minimizing or reducing the resistance to the exhaust, having corresponding efiect as to the muifling and scavenging. This also, as is well known, increases the efiiciency of the engine by reducing or eliminating any back pressure at the exhaust port and goes further when so designed as to create an actual vacuum or suction, thereby producing a marked increase and eiiiciency for given dimensions of en- Various changes may be made in dimensions and arrangement when embodying my invention in any specific design or size, and while shown with the explosion chamber at the bottom, this may be reversed or the engine positioned horizontally, or in any other manner desired.

Without confining myself to the particular form herein shown and specifically described, what claim and desire to secure by Letters Patent is:

1. An internal combustion engine comprising an explosion chamber and exhaust port in the sides of said cylinder uncovered by the piston substantially at the end of the out stroke, said port comprising substantially a continuous annular opening circumferentially encircling the base of the cylinder, a piston rod, and an inlet through the piston and through the piston rod, as and for the purpose described.

2. An internal combustion engine, a power cylinder, a power piston, a differentially larger section on said piston and a supplementary cylinder fitting said differential portion, an inlet port for mixture controlled by said differential section of the piston and a Controlled mixture supply from the crankchamber through the piston to the working cylinder, a circumferential exhaust port adjacent to the differentially larger section of the cylinder.

3. An internal combustion engine, a power cylinder, apower piston, a mixture inlet centrally located in said piston, an exhaust comprising a substantially continuous circumferential port opening directly to the surrounding air at the base of said power cylinder, `an annular piston coperating with said power piston and coperating with avsupplementary cylinder to form an annular space and connections between said outlet port and said annular space.

e. An internal combustion engineVV having an inclosed crank chamber, a mixture inlet for said crank chamber, a power piston, a

hollow connecting rod having an outlet into the combustion chamber, a crank pin having a'mixture passage opening intothe crank chamber and a port in said crank pin controlling the connection to the hollow connecting rod and closed and opened by the rotation of the crank.

5. An internal combustion engine, comprising an inclosed crank-chamber, a piston, a projection on and coacting with said piston and crank-chamber to compress the mixture in the crank-chamber and to control the inlet of the mixture to the chamber, a hollow connecting rod, a port connection between the crank end of the connecting rod and the crank-chamber and from the other end of the connecting rod to the combustion-chamber, and parts associated with the crankshaft coacting therewith, whereby a compressed charge in the crank-chamber is admitted under pressure to the explosionchamber at a predetermined time near the outer dead-center of the crank.y

6. An internal combustion engine, a power cylinder, a supplemental cylinder, a power piston, a concentrically arranged greater supplementary piston, rigid connections between the power cylinder and supplementary cylinder affording spaced relation therebetween to aord a substantially complete circumferential port at the base of the power cylinder, whereby a radial exhaust is permitted in all directions at the extreme outward stroke of the piston, and a guide member to assure engagement between' the piston and the power cylinder when said circumferential port is passed.

7. A muflier or silencer for internal combustion engines, comprising an annular exhaust port uncovered by the power piston on its out stroke and adapted to permit the instantaneous exit of the gases directly to the 'surrounding atmosphere and an annular chamber contiguous with said annular exhaust port and coperating therewith to facilitate the exhaust, substantially as described.

8. A muiiclenor silencer for internal combustion engines, comprising a port in the cylinder with relatively unimpeded connection to the surrounding atmosphere and a power piston adapted to open said port near the end of the power stroke and a differential piston part actuating adjacent to said port 4for creating a suction in the vicinity of said exhaust.

9. In an internal combustion engine, an exhaust port at the side of the power cylin- Y der opened .by the piston itself at the outer throw of the pistonpermitting free egress of exhaust gases directly to the surrounding air and free ingress of air, a chamber in proximity and having a connection with said SAMUEL n MoTT. Y

Witnesses:

H. MUGHMORE, HERMANN F. CUNTZ.

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