US1469031A - Internal-combustion engine - Google Patents

Description

Sept. 25 1923. 7 1,469,031

C. L. AUSTIN, JR INTERNAL COMBUSTION ENGINE Filed May 16, 1917 2 Sheets-Sheet 1 Sr tea-1421,

Sept. 25,1923. 1,469,031 C. L. AUSTIN, JR

INTERNAL COMBUSTION ENGINE o. to 5 Patented Sept. 25, 1923.,

' intact sic INTERNAL-COMBUSTION ENGINE.

Application filed May 16, 1917. Serial No. 168,930.

1 '0 aZZ whom it may concern:

Be it known that I, CHARLES L. AUSTIN,

residin at 363 Washington Ave, Brooklyn,

New ork. U. S. A., have invented new and useful Improvements in Internal-Combustion Engines, of which the following is a specification. I

My invention relates to internal combus tion engines.

My object is to provide an engine of great power compared with its size, and in particular to provide a double-acting, two cycle engine in which the intake and exhaust ports of both ends of the cylinder are controlled by a single sleeve valve.

With this primary object in view, my invention consists in the constructions, combinations and arrangements of parts herein illustrated, described and claimed.

In the accompanying drawings I have illustrated a preferred embodiment of my invention. In these drawings, similar reference characters designate corresponding parts in all views, and

Figure 1 is a side elevation of an engine constructed in accordance with the invention;

Figure 2 is an end elevation of the engine;

Figure 3 is a horizontal section taken approximately upon the line 3-3 of Figure 7 Figure 4 is an elevation of a sleeve valve;

Figure 5 is a horizontal section taken approximately on the line 5--5 of Figure 7 Figure 6 is a transverse vertical section taken apprt ximately through the center of the cylinder, showing the piston in its upper position, and with the nearest transfer pipe shown in section;

Figure 7 is a longitudinal vertical sec tion taken approximately through the center of the cylinder;

Figure 8 is a transverse vertical section taken approximately through the center of a cylinder showing the piston in the lowest position;

Figure 9 is a horizontal section taken approximately on the line 9-9 of Figure 8;

Figure 10 is a horizontal section taken approximately on the line 10-10 of Figure 8; and

Figure 11 is a horizontal section taken approximately on the line 1111 of Figure 8.

Referring to these drawings, the engine comprises-a, cylinder casting 1 which may be provided with the usual water jacket 2 and which I prefer to make with a square exterior section. Inlets and outlet openings 3 may be provided for the admission and discharge of water to and from the water jacket. At the central part of the casting is provided the exhaust passage 4, see particularly Figures .8 and 10.

, The cylinder casting 1 is supported upon a crank case 5, and is provided at each end with a cylinder head 6. In the walls of the cylinder, approximately in the plane of the cylinder axis and the crank shaft, atboth sides are provided longitudinal slots or openings 7. The piston 8 which reciprocates within the cylinder is provided with a pair of oppositely projecting pins 9, preferably a single pin passing through the piston, which extendthrough the slots 7- 0f the cylinder and are attached to the upper ends of the connecting rods 10, by means of which motion is transmitted from the piston to the crank shaft 11, which preferably has a center bearing 12 and end cranks 13, and bearings 14 outside the cranks may also be provided if desired.

A sleeve valve 15' is provided within the cylinder casting 1, and around the piston, this valve being provided with slots 16 located in alignment with the slots 7 of. the cylinder to permit the pins 9 of the piston to pass through, so that the piston and sleeve valve may be independently operated. The

cylinder heads 6 are formed with an inwardly projecting central portion 17 of approximately the same diameter as the piston, thus leaving an annular chamber 18 into which the end of the sleevevalve 15 may project. The inwardly projecting portion 17 maybe provided with piston rings 19 so as to prevent the gases from escaping from the cylinder between the valve and the cylinder heads. I

This annular chamber 18 is used for admission of gases to the cylinder, and the inwardly projecting portion of the cylinder head is so proportioned as to not project in quite as far as the end of the cylinder bore, so that when the ports of the valve overlap the end of the cylinder head, the gases may pass from the chamber 18 through said ports and between the end of the cylinder bore and the end ofthe inward projection 17 of the head.

The sleeve valve 15 is provided with ports 20 near each end for the admission of gases to each end of the cylinder, and with exhaust ports21 located near the central part of the inthe" drawings, I prefer to place the eccentrics exactly in phase with the crank so that the piston and the sleeve valve always move-in the same direction simultaneously, but the distance travelled by-the valve is preferably about half the travel of the piston.

Disposed at each end of the valve 15, just beyond the intake ports --20, there may be provided annular pistons 24 adapted to reciprocate in the chambers 18 to effect preliminary compression of air or air gas mixtures. Compression for the crank end of the main cylinder is effected in the head ends of both the compression cylinders 18, and vice versa. In Figure 6 the parts are shown as compression has been completed for the crank end of the cylinder, and the valve 15 has just opened the admission ports. The head ends of the compression cylinders are. connected by a transfer pipe or passage 25, and the crank ends by similar transfer means 26. These transfer pipes may be connected with means for forming an air-gas mixture, the connections 27 being preferably located in each case near the end of the transfer pipe away from the end of the cylinder towhich the air and gas from that transfer pipe are to be delivered. The connections 27 may be provided with check valves 28 through which the air gas mixtures are drawn in, and the transfer pipes 25 and 26 may have near their ends adjacent the ends of the cylinder to which they respectively deliver, check valves 29 for the admission of air, which are preferably set to open under about the same suction as the valves 28.

The operation of the engine is as follows: Referring to Figure 6, with the parts as there shown, an explosive charge is admitted to the crank end of the cylinder, and the piston starts to descend under previously acquired momentum. The rotation of the crank shaft 11 causes the eccentric 3D to move the valve in the same direction as the piston. The intake ports 20 are thereupon closed, and the exhaust ports 21 are closed. The explosive charge is compressed until the piston reaches the end of its stroke, and is then ignited by means not shown. The piston thereupon travels on its working stroke to the other end of the cylinder, and just before the end of the stroke is reached, the exhaust ports, and immediately afterwards the intake ports are opened. This completes the cycle for the crank end. The samecycle takes place in the head end of the cylinder, the power strokes occurring alternately in the two ends.

As the piston performs its downward or compression stroke as considered from the crank end, the valve also moves downward. This causes a suction in the head ends of the compression cylinders 18 and the transfer pipe 25 communicating therewith, and causes the check valves 28 and 29 to open, permitt ng an air gas mixture to be drawn into the upper cylinder, and air to be drawn into the lower cylinder. On the working stroke in the crank end, the air gas mixture and the air are compressed in the cylinders 18, and at the end of the stroke when the valve opens the intake ports to the crank end, the air compressed in the adjacent cylinder 18 enters the cylinder and blows the exhaust gases out the exhaust ports 21, and the compressed air-gas mixture from the other cylinder 18 passes through the transfer pipe 25 and follows the air into the cylinder, ready for further compression within the cylinder itself, and explosion. In this way fresh air is used to clean out the cylinder after each working stroke before the admission of a new charge. The same cycle takes place as to the other end of the cylinder, but half a. revolution of the crank shaft later.

Having now described my invention, what I claim as new and desire to secure by Letters Patent is:

1. In an internal combustion engine, the combination comprising a double acting working cylinder, double acting preliminary compression cylinders near each end of the working cylinder, a transfer passage interconnecting the head ends of said compres sion cylinders, a similar connection between the crank ends, and means for placing said compression cylinders in communication with the working cylinder.

2. In an internal combustion engine, the combination comprising a double acting working cylinder, double acting I preliminary compression cylinders near each endof the working cylinder, a transfer passage interconnecting the head ends of said compression cylinders, a similar connection between the crank' ends, means for simultaneously admitting fuel to one of said preliminary compression cylinders and air to another, and means for placing the latter cylinder in communication with the working cylinder when preliminary compression has been completed.

3. In an internal combustion engine, the.

combination comprising a double acting working cylinder, double acting preliminary compression cylinders near each end of the working cylinder, a transfer passage interconnecting the head ends of said compression cylinders, 21 similar connection between the crank ends, air valves in said passages near the end from which delivery is to be made, means for admitting fuel to said passage near the other cylinder, and means for placing the former cylinder in communication with the working cylinder.

4. In an internal combustion engine the combination comprising a double acting cylinder, 2. piston reciprocable therein, a reciprocable sleeve valve disposed between said piston and cylinder and having double acting preliminary compression pistons formed at each end thereof, preliminary compression cylinders for said pistons, a transthe compression cylinders to the working cylinders.

In testimony whereof I have signed my 25 name to this specification.

., CHARLES L. AUSTIN, JR.

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