US1383367A - Internal-combustion engine - Google Patents

Description

Patented July 5, 1921.

' 5SHEETSSHEET 1.

INVENTOR.

ATTORNEY L. WYGODSKY.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED AUG.22| 1917.

. L. WYGODSKY.

INTERNAL COMBUSTION'ENGINE. APPLICATION FILED AUG.22, I911.

Patnted Ju ly 5, 1921.

5 SHEETS-SHEET 2.

" ATTORNEY L. WYGODSKY.

INTERNAL COMBUSTION ENGINE. APPLICATION FILED Aue.22.1917.

1,383,367. Patented July 5,1921.

5 SHEETS-SHEET 3.

L. WYGODSKY.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED AUG.22, 1917.

Patented July 5, 1921.

5 SHEETS-SHEET ATTORNEY ATTORNEY L. WYGODSKY.

INTERNAL COMBUSTION ENGINE- APPLICATION FILEIII AUG.22| I917- 1,383,367. y5,1921

5 SHEETS-SHEET 5.

, INVENTOR. %TNESSES:

\ AMIV My 7 7 UNITED STATES PAITENT OFFICE.

LEON WYGODSKY, OF BALTIMORE, MARYLAND, ASSIGNOR TO BALTIMORE OIL ENGDTE COMPANY, OF BALTIMORE, MARYLAND, A. CORPORATION OF DELA- WARE.

INTERN All-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented July 5, 1921.

Application filed August 22, 1917. Serial No. 187,662.

. more particularly, engines in which air for combustion is compressed in the engine cylinders, and then, at a suitable period in the cycle, fuel oil is injected in, the form of spray. The engine herein described is of the two-cycle type, though in many respects it is not necessarily limited to the two-cycle type; and is composed of a multiple of cylinder structures, each such-structure comprising pistons working in opposite directions relatively, and on opposite sides of a single compression space Within that cylinder structure. In practice, each unit of the engine (there may be one or more units) comprises two such cylinder structures. In general, there will betwo crank shafts for each unit ,of the engine, toget er with suitable means for transferring power from tlie one crank shaft to the other; and, in general, the cylinders will be arranged approximately vertically, though, usually, at some angle to the vertical, air being admitted to the compression space through ports controlled by one piston, and the exhaust gases being discharged through ports uncovered by the other piston. Such air-is supplied by socalled scavenging pumps operated, preferably, by the mechanism which transmits power from the sync crank shaft to the other. These scavenging pumps also serve as an air motor for startingand reversing the engine.

My invention consists in the novel arrangement of cylinders, in the novel mecha nism for transmitting power from the one crank shaft to the other, in the novel ar-j rangement of the scavenging pumps mentioned with respect to such power transmitting mechanism, and in various other features hereafter described and particularly still more particularly engines of the multicylinder, self-starting and reversing type; to insure high economy of operation; to render the engine compact and simple, extremely light and easy of construction; to so design the engine that the various parts thereof shall be relatively small and relatively accessible; to provide for the thorough scavenging of the engine cylinders, objects of my invention will appear hereafter.

I will now proceed to describe my invention with reference to the accompanying drawings, and will then point out the novel features in claims.

Figure 1 shows an end elevation of one form of engine embodying my present invention; Fig. 2 shows a transverse vertical section of the engine, through the center of one of the cylinder structures; Fig. 3 shows a partial side view and partial oblique section on the line 3-3 of Fig. 2; Fig. 4 shows an end elevation and partial central vertical section of the mechanism for transmitting motion from the upper to the lower crank shaftand of two of the scavenging pump cylinders, one of which cylinders is shown in central vertical section on the line 5-5 of Fig. 5; Fig. 5 shows a horizontal section of the scavenging pump on the irregular section line 6-6 of Fig. 4; Fig. 6 shows a per structiu'es, and its corresponding guide cyl-' inders, the guide cylinders having been removed somewhat from the intermediate cylinder structure to make clear the form of the ports; in this view the pistons are also shown, the upper piston being partly broken away; Fig. 8 shows a side elevation of one of the pistons, the view being on a larger scale than the previous views; Fig. 9 shows an end view of one of the guide cylinders. In the drawings 1 designates the engine frame, described more particularly hereinafter; 2 designates a combustion-chaml)er and working-cylinder structure, to which are attached guide cylinders 3. 4 designates the engine pistons, 5 designates a lower crank shaft, and 5 an'upper crank shaft, power being transmitted from the one crank shaft to the other by mechanism hereinafter desurfaces 14 guide cylinders 3, as

scribed. 6, 6 designate jacketed air-inlet manifolds, to which air is supplied by the "scavenging pumps as hereinafter described, and from which air passes, at suitable times, to a belt of inlet ports 7, for each cylinder structure 2, uncovered by the upper piston 4 of that structure when that piston nears the outboard or upper end of its stroke. 8 designates a jacketed exhaust manifold, to which exhaust gases pass from a port belt 9, for each cylinder structure 2, which port belt is uncovered by the lower piston 4 of that structure when such pistonnears the lower or outboard end of'its stroke. .10 and 11 are the cylinders proper, located within the cylinder structure 2, with their axes angularly related relatively. This engine is designed to work at a moderately high compression pressure, and, therefore, a small clearance space is necessary whenthe two pistons 4 are at theiinboard limits of their stroke. The piston heads are provided with curved and 15, between which surfaces, when the two pistons are at the inboard ends of the stroke, there will be a clearance space, in which air, compressed by the rearward motion of the pistons,will lie, and into which oil may be sprayed by a suitable sprayer set into the port 17.

In order to reduce the clearance space to obtain the desired compression pressure, part of each piston is cut away, so as to provide plane oblique surfaces, 12, 13, as clearly shown in Fig. 8, where the surface 12 is shown.

The operative portions of cylinders 10 are larger than the operative )ortions of cylinders 11, thus permitting t c pistons on .exhaust end to open the exhaust prior to the pistons on the admission end opening the admission.

I The port belts 7 and 9 are formed, in the slots separated by portbridges, which slots are open at the inboard ends of the guide cylinders 3, so far as those cylinders are concerned, but are closed by the proximate surfaces of the cylinder structure 2. These guide cylinders 3 are bolted to the cylinder structure 2. The general structure is such as to provide a clear flow for air into, and clear flow for exhaust gases out of, the cylinders, when the ports are uncovered by the corresponding pistons. ()wing to the factthat the exhaust is from the ports at the bottom of the cylinder structure 2, any liquid or solid deposits in the cylinder structure will be swept out of the exhaust ports by the exhaust gases and by air entering the admission ports. The pistons are connected to the cranks of the crank shafts 5 and 5 by the usual connecting rods 18 and 19. As shown particularly in Fig. 3, one of the connecting rods working on each crank pin is forked, the connecting rod of the laterally opposite cylinder working on that same crank pin, and having its end 1ying within the fork of the other connecting rod working on that crank pin. Assuming, for the moment, the air is supplied under pressure from scavenging pumps, to be mentioned hereinafter, to the inlet manifolds 6, and assuming, for the present, the transmission of owerby means hereinafter described, from the one crank shaft to the other, the operation of the engine is as follows:

In Fig. 2, the pistons 4 of the left hand side of the engine are shown in such position that the air inlet ports and the exhaust ports are open. Air for scavenging'purposes, and for the supporting of combustion during the next ensuing power stroke, is, therefore, passing from manifold '6 through the air admission ports7, and is also sweeping exhaust gases of the previous power stroke out throu h the exhaust ports 9 and exhaust manit old 8; Immediately after the beginning of the inboard strokes of the istons 4, the ports 7 and 9 are closedby sai istons, and each pair of coacting pistons then compresses the air within the cylinder structure, until, finally, the pistons reach the extreme inboard position indicated in dotted lines in Fig. 2. At or about this time oil is injected through'the sprayers into the compression space between the pistons, ignition taking place either due to the high temperature of the walls of this space, or by reason of the oil spray being ignited by igniters 20. The pistons then move apart, under the influence of the pressure due to the ignitionof the charge, and when, near the outboard ends of the strokes of the pistons, ports 7 and 9 are uncovered, exhaust and air admission occur. the air sweeping the exhaust products out of the cylinder structure, as previously described. The lateral thrusts produced by these pistons are taken by the corresponding diagonal tie rods hereinafter mentioned. Owing to the large number of cylinders in each unit of the engine, the thrust produced by any one cylinder and its corresponding piston in any direction is relatively small; a condition which facilitates operation at high rotative speed. The two crank shafts revolve in o posite directions, power being transmitte from the one to the other by means hereinafter described.

To take down a guide cylinder, or to remove an engine iston, is an exceedingly simple matter. T e central cylinder-structure 2 is attached directly to the engine frame. The two guide cylinders 3 aresupported by this central cylinder structure 2. The joints between successive sections of the inlet manifolds 6 and exhaust manifolds S are plain-faced joints, as hereinafter described. To remove one of the guide cylinders 3, therefore, all that is necessary is to introduce a bolt (not shown) into holes 21 and. 22' of the guide cylinder and piston, when those'holes ton together; remove the bolts, connecting such guidecylinder to the central cylinder structure 2 and then swingtliat guide cylinder down, or up, as the casemay be. With the guide cylinder so swung down, or up,

and away from the cylinder structure 2, the

transmission means must be capable of trans- 'mitting considerable power. Without limits ing myself to any particular means for this urpose, I have illustrated, particularly in igs. 3, 4, and 5, a very suitable mechanism. The crank shafts-.5 and 5? are provided with corresponding crank pins 23 and 24, located 90 degrees apart, in the construction shown,

and on these crank pins are mounted bearing blocks 25, arranged to slide horizontally and transverselyon bearing surfaces formed on I-shaped members 26, themselves mounted to reciprocate vertically between stationary guides 27 provided on the-engine frame. These members 26 are hollow, and, so far as may be, of circular cross-section, and within their upper and lower horizontal arms are guide-sleeves 28, connected to the sliding bearing-blocks 25 by bolts 29- themselves gm working in suitable slots in members 26. B means of these sleeves 28 and bolts 29, the

' bearing-blocks 25 are held to their respective guide-surfaces of the members 26.

In a general wa the vertically-sli i g I-shaped members 26 upon which the crank-pin bearing blocks 25 slide, forms the equivalent of parallel rods connecting the two crank shafts 5 and 5; with this exception, however, that in the construction shown the direction of rotation of the two crank shafts need not be the same, but may be opposite; and as a matter of fact,

shown the parts are arranged for rotation of the two crank shafts '5 and 5 in opposite directions.

It is desirable that the engine be provided with air-compressing means, for the supply of scavenging air to the cylinders; audit is also convenient to use the air pumps as air motors in starting and reversing the engine. Compactness and efiicien y are promoted by operating the air pumps by means of the I- shaped members 26; the upper and lower horizontal arms of said members being connected by piston rods 30, carr ing pistons 31 working in stationary cylin ers 32 secured to convenient portions of the engine frame.

Each of these pump cylinders 32 is doubleactlng, having upper and lower admission valves, whereby, during each suction stroke,

ave been brought into reg istry,so locking the guide cylinder and pis- .folds the structure comprising air is admitted to the appropriate side of the pump cylinder; and having also upper and ower discharge valves 34, whereby, at a suitable point in each compression stroke, the air compressed is released into a receiver space 35, whence the compressed air is conducted, by a pipe 36, forming acontinuation of the receiver space, to the air inlet mani- 6. There being four doubleacting pump cylinders, each of large capacity, operating at the speedof the main engine, the supply of air for scavenging and for cylinder-charging is ample the claims covering the above transmission mechanism and scavenging pump form the basis for other applications.

As indicated in the lower part of Fig. 5, the receiver spaceof each inner valve chamber communicates with the receiver space of the corresponding outer valve chamber, and so to the air inlet manifold.

he engine is provided with a suitable fuel supply pump sup-plying fuel at high pressure to the Sprayers. The engine will also be provided with some means for compressing air to high pressure for starting purposes, or an auxiliary air pump may be provided for that purpose; but these are usual-auxiliaries of engines of this type, and I have not thought it necessary to illustrate such aux iliaries herein. As previously mentioned, the scavenging pumps are used as an air motor for starting and reversing the main en- Relief valves 47 are provided on the heads of the pump'cylinders to prevent production of excessive pressures.

It will benoted,with respect to Figs. 1 and 2 particularly, that each admission manifold 6 and each exhaust manifold 8, is integral with corresponding guide cylinder 4, and that the water jackets of these manifolds are in one with the water jackets of the guide cylinders. The central cylinder-structures 2- have separate jackets, connected as shown to the jackets of the inlet and exhaust manifolds. Suitable packing, of course, is placed in the joints between adjacent sec tions of the manifolds 6 and 8.

What I claim is:

1. An internal combustion two-cycle engine, comprising two crank shafts, a cylinder structure comprising two pistons working in the same cylinder structure and connected one to one crank shaft, and the other to the other crank shaft, said pistons arranged to approach each other within the cylinder structure closely, 'at their strokes, the cylinder structure comprising inlet and outlet ports arranged to be uncovered, the one by the one piston, and the other by the other 'piston, and comprising also means for introducing air within said cylinder structure between said pistons and means of introducing fuel at a determined the inboard limits of point of stroke between said pistons, and means for insuring synchronous rotation of said two crank shafts.

2. An internal combustion two-cycle engine, comprising two crank shafts, a cylinder structure, two pistons working in the same cylinder structure and connected one to one crank shaft, and the other to the other crank shaft, said pistons having a portion of the heads of each provided with mutually parallel faces and arranged to approach each other withinthe cylinder structure closely, at the inboard limits of their strokes, the cylinder structure comprising inlet and outlet ports arranged to be uncovered, the one by the one piston, and the other by the other piston, and comprising also means for introducing air and fuel into the space between said pistons, and means for insuring synchronous rotation of said crank shafts, the direction of movement of said pistons being at an angle one to the other. I

3. An internal combustion two-cycle engine comprising two crank shafts, one above the other, a cylinder structure, two pistons working in the same cylinder structure and connected one to one crankshaft, and the other to the other crank shaft, said pistons having a portion of the heads of each provided with mutually parallel faces and arranged to approach each other within the cylinder structure closely, at the inboard limits of their strokes, the cylinder structure comprising inlet and outlet ports arranged to be uncovered, the one by the one piston, and the other by the other piston, and comprising also means for introducing air and fuel into the space between said pistons, and means for. insuring synchronous rotation of said crank shafts, the direction of movement of said pistons being at an angle one to the other.

4. An internal combustion two-cycle engine comprising two crank shafts, two cylinder structures, two pistons working in the same cylinder structure and connected one to one crank shaft and the other to the other crank shaft by connecting rods, the axes of all four of said connecting rods swinging in substantially the same plane, each such-two pistons arranged to approach each other within their respective cylinder structure closely, at the inboard limits of their strokes, each such cylinder structure compr sing inlet and outlet ports arranged to be uncovered, the one by one piston, and the other by the other piston, and comprising also means for introducing air and fuel into the space between said pistons, and means for insuring synchronous rotation of said two crank shafts in opposite directions respectively.

5. An internal combustion two-cycle engine comprising two crank shafts, two cylinder structures, two pistons working in the same cylinder structure and connected one to and the other by the othenpiston, and comthe other, two cylinder structures, two pisone crank shaft and the other to the other crank shaft, each such two pistons having a portion of the heads of each provided with mutually parallel faces and arranged to' approa'ch each other within their respective cylinder structures closely,'at the inboard limits of their strokes, each such cylinder structure comprising inlet and'outlet ports arranged to be uncovered, the one by the one piston,

prising also means for introducing air and fuel into the space between said pistons, and means for insuring synchronous rotation of said two crank shafts in opposite directions respectively, the direction of movement of said pistons being at an angle one to the 1 other.

6. An internal combustion two-cycle engine comprising two crank shafts, one above tons working in the same cylinder structure of each and connected one to one crank shaft and the other to the other crankshaft, each such two pistons arranged to approach each. other within their respective cylinder structures closely, at the inboard limits-of their strokes, each such cylinder structure compr s ing inlet and outlet ports arranged to be un-- covered, the one by the one piston, and the other by the other piston, and comprising also means for introducing air within said cylinder structures between said pistons and means of introducing fuel at a determined point of stroke between said pistons and means for insuring synchronous rotation of said two crank shafts in opposite directions respectively.

7. An internal combustion two-cycle engine, comprisng two crank shafts, a cylinder structure, two pistons working 1n the same cylinder structure and connected one to one crank shaft, and the other to the other crank shaft, said pistons arranged to approach each other within the cylinder structure closely, at the inboard limits of their strokes, the cylinder structure comprising inlet and outlet ports arranged to be uncovered, the one by the one piston, and the other by the other piston, means for insuring synchronous rotation of said two crank shafts, and air compressing means driven by said means for insuring synchronous rotation, and arranged to supply air to saidinlet ports.

8. An internal combustion two-cycle engine, comprising two crank shafts, a cylinder structure, two pistons working in the same cylinder structure and connected the one to one crank shaft, and the other to the other crank shaft, said pistons arranged to approach eachother within the cylinder structure closely, at the inboard limits of their strokes, the cylinder structure comprising inlet and outlet ports arranged to be uncovered, the one by the one piston, and the other by the other piston, means for insuring synchronous rotation in opposite directions respectively of said two crank shafts, and air compressing means driven by said means for insuring synchronous rotation,

and arranged ports.

9. An internal combustion engine comprising an engine frame, upper and lower crank shafts, mounted in bearings in said to supply air to said inlet frame, a working-cylinder structure mount-' ed on said frame between said shafts,'and comprising working cylinders that are arranged at an angle one to the other with an intermediate compression space, 'and'guide cylinders with ports in the ends thereof, each mounted as a continuation said working-cylinders, from.

10. An internal combustion prising an engine frame, upper and lower crank shafts, two workin -cylinder structures secured to opposite sides of said frame but separable thereengine combetween said shafts, each such ,working-cylinder structure comprising two working-cylinders arranged at an angle one to the other with an intermediate compression space, and two guide cylinders having ports at the working ends thereof for each such working-cylinder structure, each such guide cylinder arranged adjacent to, and forming a continuation of, one of the working cylinders of the corresponding working-cylinder structure, but separable therefrom.

11. An engine comprising two obliquely related guide cylinders and a central structure containing corresponding working cylinders having a common clearance space and separably attached to said guide cylinder, said guide cylinders comprising each a port belt of which one constitutes inlet ports for both cylinders and the other constitutes exhaust ports for both cylinders.

An engine comprising two obliquely related guide cylinders and a central struc-- ture containing corresponding working cylinders having a common clearance space, said guide cylinders comprising each a port belt of which one constitutes inlet ports for both cylinders and the other constitutes exhaust ports for both cylinders, the ends of the ports of each such port belt being formed by the ends of the which is mechanically parate from but connected to the guide cylinders.

13. An internal combustion engine comprising in combination a frame having bearings for two crank shafts, a cylinder structure secured to said frame and comprising two cylinders with a common compression space and guide cylinders forming extensions of said cylinders and secured to said cylinder structure but separable therefrom and provided with port belts and with inlet and exhaust manifolds, said manifolds each adapted for connection to correspondtween,

of one of I said central structure,-

ing manifolds of other guide'cylinders located therebeside. v

14. A piston provided with a conoidal head, a portion of said conoidal head as well as a portion of the adjoining cylindrical part being cut away on a plane parallel to the bisecting plane of the angle between the axes of the operation of two such cooperating pistons. 4,

15. In an internal combustion engine, the combination of upper and lower cylinders with a common compression space therebeand pistons in said cylinders arranged to approach and recede relatively, the upper cylinder having an admission port for both cylinders and the lower cylinder an exhaust port for both cylinders, said pistons arranged to open and close one or the other of said ports, respectively, and means for supplying air under pressure to said admission port during the period while said admission and exhaust ports are open, whereby such air sweeps out of the cylinders products of combustion and other material present in said cylinders.

16. In an internal combustion engine, the combination of two ders having acommon compression space between them, and pistons within said cylinders arranged to approach and recede relatively, said pistons each having mutually parallel surfaces on one side to permit their close approach over a. considerable area of piston-head.

17 In an internal combustion engine, the combination of two angularly related cylinders having a common compression space between them, and pistons within said cylinders arranged to approach and recede relatively, said pistons each having oblique surfaces on one side to permit their close approach over a considerable area of pistonhead, and having also other oblique surfaces to provide,

adapted to receive a wide-spread fuel spray, and means for introducing a fuel spray into such compression space.

18. An engine comprising a cylinder structure proper and a guide cylinderv connected to and forming an extension of said cylinder proper, ports being provided in said guide cylinder, which orts extend to that end of the guide cylinder which abuts the cylinder proper, and are closed by the end face of the cylinder proper.

19. A cylinder for an internal combustion engine comprising, straight borwl ends at an angle with each other and a middle curved section joining said straight bored angularly related cylin.

upon close approach ofvsaid pistons, a compression space of shape ends in combination with pistons operating in said straight bored ends conjointly mitered at, the heads to approach each other with parallel faces.

20. A cylinder for an internal combustion engine comprising,

an angle with; each other and a middle curved section joining said straightbored endsin combination with pistons operating in said straight bored ends conjointly mitered at the heads to approach each other with parallel faces and provided with acut away portion forming inconjunction with said curved middle section a compression and combustign space. I

21. A cylinder structure for an internal combustion engine comprising, an elbow having straight bored ends, guide cylinders attached to said straight bored ends and separable therefrom, and means of admission into one of said guide cylinders, and means of exhaust from the other of said guide cylinders, said admission and said exhaust being at the junction of said separable parts.

.22. A guide cylinder comp-rising, a gas passage, a manifold forming a continuation of such gas passage connecting with a similar manifold of a neighboring guide cylinder, ports in said guide cylinder for the conducting of gases and bridges forming such.- ports, such bridges being open on most of the periphery of the guide cylinder and adjoining the bottom ange of the cylinder proper, thus permitting the exact machining of the point of opening of such ports in combination with a cylinder in an engine.

23. In a multi-cylinder engine, a guide cylinder provided with a manifold for the straight bored ends at conducting of gases from ports in said guide .cylinder, similar manifolds of all the guide cylinders.

24. In an engine, a gas passage leading said manifold alining with the from circular ports, said passage being of thus permitting the shorter leg to cause. theopening of the ports of the adjoining guide cylinder sooner as compared with similar ports of the other guide cylinder of the longer leg and also permitting the use of the same guide cylinder for both the exhaust and the air passage, and guide cylinders provided with ports and attached to said cylindrical ends.

In testimony whereof I have signed this specification in the presence of tWo subscribing witnesses.

LEON WYGODSKY. I

Witnesses: I

H. M. MARBLE, PAUL H. FRANKE.

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