US1479953A - Internal-combustion engine - Google Patents

Description

1921 3 Sheets-Sheet} Filed Sept. 29.

\T 9 Lu 4 f o In 6 k... U a R 3 wmww L 1 4 lxl I a Mn 1 B l 1 lNVENTOR WITNESSES ATTOR N EY Jan. 8 1924. 1,479,953

A. M. BRAY INTERNAL COMBUSTION ENGINE Fil ed Sept. 29. 1921 3 Sheet s-Sheet 2 WlTNESbL'v v BY ATTOPN:V

Jah. 8, 1924. v 1,479,953

' A. M. BRAY INTERNAL CCMBUSTI ON ENGINE Filed Sept. 29. 1921 3 Sheets-Sheet 5 WITNESS ES Bil ALBERT e to or 7 ll si t 313s lltl BEAIIETKNG EBAY, F GLEVELAJED, UHIG.

Application illezl To all whom if curry concern."

Be it known that l, Anselm ll ll. B1133, e citizen of the United States, residing at Cleveland, in the county of Cuyahogsnnd State of Ohio, have invented s new and useful lnternal'Comhustion Engine, of which the following is a specification.

This invention relates to internal corobustion engines, and is more particularly directed. to an engine or" the two-cycle type adapted for use in automobiles, aeroplanes, or for marine propulsion, and likewise for tractors, trucks and us a. stationary engine.

it is an object of the invention to provide a new and improved engine of the two-cycle type wherein an auxiliary piston is employed in the power cylinder to compress the charge of in advance of its admission to the combustion chamber. -'lhe compression ch amber is located in the power cylinder between the lower head of a double-headed power piston and the compression piston, and is of so much greater capacity than the combustion chamber, that the oressurc within the comprcssion chamber will properly countcrlsulanco the eight of the longer and heavier connecting rods of the power piston. The compressed combustible gases from the compression chamber entering the combustion chamber with some force will properly scavenge said chamber, The lower head of the power piston is of a greater area than the upper head for the purpose of drawing into the compression chamber a greater vol.- ume of gas to be. compressed than the combustion chamber is capable of normally holding. I

The relative positions ct exhaust and intake valves of both the combustion chamher and the compression chamber, with respect to the movements of the two pistons, are such that not only is swell balanced. st uoture obtained, but a perfect workino mixture and scayenging is accomplished.

Furthermore, a. new and improved form of wrist pin is provided whereby certain advansages result, when employing two connecting rods for the power piston, which have not heretofore been obtained, especially when the engineis constructed in multiple.

The invention will be best understood from a consideration of the following detailed description taken in connection with the accompanying drawings forming part of this soecification with the understandin l 1 :3

however, that invention is not confined slots 21 and 2201 the cylinder 13.

9, 3.921. f'eriel lilo. soc-n24.

to any strict conformity with the show in in the'drawings, but may be changed on modified so long as such changes and modifications mark no material departure from the salient features of the invention as expressed in the appended claims.

lln the drawings: Fig. 1 is a. vertical transverse scction ot the engine.

Fig. 2 is '9. vertical section taken along the line 22 of Fig. 1. Fig. 8 is a transverse section taken elon line 3-3 of Figure 1.

Figs. 4 and 5 are diagran'is showing the various positions of the pistonsduring the two cyclesof the engine.

Rererrin to the drawings, 1 designates supports 0 the engine integrally formed with I crank case 2 by which'the engine may be secured in place. The crank case is provided with the usual plug 3 which, when removed, is adapted to drain the crank case. Perforated ears 4, integrally formed with and projecting outwardly from the crank case, are adapted to Ealinc with complementary perforated cars 5 on the housing 6 for securing said housing; of the engine to the crank case by means of bolts 7.

Rotatahly mounted in the bearings 8 in the, crank case is a crank shaft 9 provided with the usual fly-wheel lllupon its outer cud. and with a pair of cranks 11 and a single crank 12. which is advanced at an angle of 85 from the (".Izlllh'S 11. Within the housing 6 and cast integrally therewith is a, stepped cylinder 13, providing a combustion chamber 14. between the upper end of the stepped power piston 15 and the cylinder head 16.

The power piston 15 is provided. between its stepped portions with a diametrically disposed wrist pin bearing 17, through which are inserted from the opposite ends thereof the members 18 and 19 forming a two-piece wrist pin. lChe members 18 and 19 ot the wrist pin are provided with an enlarged portion 23 forming shoulders slidable in the These members are also provided with reduced portions 23 upon which are journaled the upper ends of the connecting rods 24 and 25, (Fig. 3). Beyond these reduced portions are threaded ends 26 upon which are" screwed nuts 2-7 for maintainingthe connecting rods 2 end 25 upon the ends of the wrist pins. The inner end 28 of the mist pin is also reduced and externally threaded and. adapted to be screwed into the internally threaded. socket on the inner end of the i'i'iemher 1'3. 1' he shoulders of the enlarged portions 20 are in abutting relation with shoulders formed on the hearin The connecting rods 2% and are coupled at their low ends to the cranks 11..

The compression piston has a wrist pin 31 diametrically disposed. within a bearing the hollow wrist pin 31 passing through the bored upper end of the short connecting rod 33 which. at its lower end, connects the piston 30 with the crank 12 on the crank she-flit '9.

The piston 30 operating in'the lower end of the power cylincler l3 provided with e. concave head or cup-shaped head 34. which forms with the lower end 35 of the power piston and within the cylinder 13, e comprcs sion chamber 36, into which is erieptetl' to he drawn it charge of combustible gases by the power piston 15 noon its upward stroke,

3 from the intake maniiolqi 37 through iii-- take port 38 termed in the lower end of the cylindennnrl through the conduit 39 extendfroin the side of the piston 30 to the central portion of the concave head 34.

The diameters of the lower hem! oi the pow-er piston 15 encl the head 34: of the compression piston are equal. but the diameter of the upper head oi the power piston is much less than the lower head 35. The (liiicrence in diameters of the upper and iower heads oi the power piston causes the power piston to draw into the compression chamber 36 a greater volume of gas than its combustion chamber 14; is capable at holding. The gas in the compression chamber is compressed anti Sorcezl into the coinl'uistion chamber, thus giving more power enol creating: more than 100 volume in the firing cl'iani oer. i

1%. fuel discharge port 40 for the coini'iression chamber as is formed in the lower enrl of the cylinder 13, and upon the some, side ZHlCi in alinement with the intake port 38. eini it connects the compression chamber with a iischarge conduit 40 that extends upwardly alongside of the cylinder 13, lwin; formed integrally therewith, and is provided with an intake port 4:1 for the cornhnetion chamber 14. The ports 38. 40 and M. and the conduit 4-0 are along thesome side of the engine cylinder and in the some vertical plane, and may be described as a transfer manifold.

An exhaust port 42 is disposed (limnetri- Cally opposite the intake 41, but is of a larger diameter than the intake port 4E1, so hat it will be opened by the power piston 15 slightly heitore the opening of the in Zeke port and also he closed later than the said intakeport. The power piston will therefore begin to close the intake port 4;].

sooner than the exhaust port 42. heust port 42 is connected with an exhaust pipe 43 for directing the exhaust gases from the engine.

A belile 44-. formed upon the piston head of the power piston 15. is adapted to i'li rect the incoming" gases from the port 41 upwertlly and nronntl the cylinder head 16. in order to more thoroughly 2m hustion chamber upon the intake the engine.

Diametrically clisposetl plugs 46 screwed into openings in the upper portion 01 the housing t5 and mlaptccl to come into nlinement at certain times with the nuts 2? on the ends. of the Wristpin members 18 anti 19, provide reei'ly to the some for ren10ving the wrist pin members. Thepipe 47 supplies Water jacket 43 with a fluid for cooling purposes, a portion 49 of the water jacket beingshown in cylinder head 16L The spark plug 50 projects through an opening. in the cyliniler llQm l ton igniting: the combustible 'llhe operation of my device is as follows is shown by Figures innii 5. Figv l rep resents the movement of the compression piston 80, While Fig. represents the movement of the power piston 15. W in both cases represents the position oi both pistons when the power piston is at its lower dead center. Starting with the power pisstrolce of ion at the bottom of its stroke. shown in Fig. 5 at W. that is the lower (lead. center.

the compression piston 5-30, by reason of the position of the crank arms 12. is locetecl in advance of the power piston 15, shown in lligf i at W, and therefore is Within 5 of completing half of its upward stroke, the in take port ll and the exhaust port 42 of the combustion chamber bothheing fully open. T he port 2 i; is about to he uncovered by the compression piston. 30, While the port i0 is closed. The continued. upihnir l movesheet of the power piston 15 cruises e vacu nm in the compression chamber 36, and as the upward movement of both pistons is sinnilteneous, theport 38 will open just heyond the point of the'npper halt stroke of the compression piston, shown at N. Fig. 4:, when the power piston will draw in combustible gases from the intake manifold 37, the port 40 having been closecl by the compression piston so that no more combustible gases will escape from the compression chem: her 36. At this time, the power piston will have MlVtii'lCQil sufficiently to close the one hnust and intake ports and compress a charge of coinoostiolc. gas in the combustion chamber.

When the comgression piston 30 has reached its upper end center, the port 38 is entirely open as shown at X in the (lie-- grain, Fig. 4E. and also in Fin. 9;, while the power piston is still erivs'ncing end enlarg- The ex nee the comnew,

ing the compression chamber 36 and drawing a volume of gas into the compression chamber, which is greater than the volume of the combustion chamber, and thereby supplying a suiiicient amount of combustible gas to the combustion chamber and also thoroughly scavenging the same, when the ports 40, 4:1 and 42 have been opened, which occurs later in the cycle.

The power piston 15, as shown in the diagram of Fig. 5, b the letter X, vison its upward stroke. T e compression piston 30, having reached its upper dead center at X, F ig. 4:, is now starting upon its downward stroke, closing the valve 38 at that, point of its cycle designated by the letter Y in Fig. 4, While the power piston is about to begin its descent (its position being designated by Y in Fig. 5), when it will slightly compress the combustible gases in the compression chamber 36. Gases which have been previously forced into this combustion chamber are compressed and exploded by he spark plug forcing the power piston downwardly. Beyond this point the port 40 opens and the piston forces the gas out of the compression chamber into the conduit 40, still compressing it slightly in the compression chamber and in said conduit until the power piston 15 descends sufiiciently to open the port 41. when the gases rush into the combustion chamber. Nevertheless, before the port 41 is open. the exhaust port-42 has been opened, permitting the exhaust gases to rush out of the com bustion chamber before the combustible gases are admitted. The battle 44 directs the combustible gases upwardly around the cylinder head and thoroughly scavcnges the combustibn cham'ber of the remaining exhaust gases. \Vhen the compression piston has reached its lower dead center, shown at Z, Fig. l. the port 40 is wide opcn and on its return stroke will begin to close the same. The power piston will have passed beyond half oi its downward travel. shown at Z, Fig. and its continued descent will force the rcmaining combustible gases from the compression chamber into the combustion chamber undcr compression. The compres sion piston will have traveled from its lower dead center to the point designated by W Fig. 4. when the power piston has reached its lower dead center, designated by V Fig. 5, and on its return stroke will begin to close the exhaust port and then theintake port 41. while the port 4-0 of the compression chamber will be closed by this time and the admission port 38 to the compression chamber will be opened by the compression piston, thereby permitting the head 35 of the power piston to draw into the compression chamber a fresh charge of gas from the intake manifold 37.

Just before the power piston reaches the one v at upper dead center, the gases. in the combustion chamber are ignited which will again cause the down-stroke of the power piston, and this ignition occurs at every revolution of the crank shaft, or during two cycles of the engine. it will be noted that the upper piston 15 controls ports 41, 42. while the lower piston 30 also controls two ports, viz. 38 and ll).

What is claimed is:

1. In an internal combustion engine, a cylinder having a combustion chamber at one end. a compression chamber intermediate said cylinder, a double headed piston cooperating at one end with the combustion chamber, a compression piston cooperating with the other end of the first-mentioned piston to compress the fuel charge within the compression chamber, means for subsequently introducing the fuel chargeinto the combustion chamber. a Wrist pin extending diametrically through the first-mentioned piston. said cylinder having ,opposed slots through which the ends of the wrist pin project. a crank shaft having connecting rods outside the cylinder on opposite sides thereof connecting the shaft to the ends of said wrist pin. and an intermediate connecting rod connected centrally to the compression piston.

2.11] an internal combustion engine, a stepped cylinder having a combustion chamber at one end, a double headed stepped power piston reciprocating in said cylinder, a compression piston cooperating with the end of the power piston remote form the combustion chamber to form a compression chamber, a crank shaft having two cranks, and rods connecting, the cranks to the respective pistons, the crank connected with the compression piston being in advance of the other crank.

3. In an internal combustion engine, av stepped cylinder having a bombustion chamber at its small end, a stepped piston operable in said cylinder, and a, second piston operable in the larger end of the cylinder and cooperating with the larger end of the first mentioned piston to compresa fuel charges therehetween, and means for subsequently introducing the charges into the combustion chamber.

4C. In an internal combustion engine, a cylinder having a combustion chamber at one end, a doubleheaded piston cooperating at one end with the combustion. chamber, a compression piston cooperating with the other end Oi the first-mentioned piston to compress fuel charges therebetween, an inlet; port opening into the cylinder in the path of the compression piston. a passageway through the compression piston having one end opening centrally of the piston head into the compression chamber and it other:

end adapted to uncover said port when the piston. reochcs ono cnd of strokc, and. moons for introducing the fool charge into the combustion chambcr after it has been compressor-l b'ctu'ccn jthe. pistons.

5. In an internal combustion engine of thc twocyclc tlrpc. s cylinder provided with a combustion chamber, a. powcr piston, a. coniprcssion piston. 11 compression chmubcr niointnincd in the cylinder hctwccn thc two pistons and of grcutcr diameter than the combustion churnbcr means for tho pistons simultaneously in the cylinder; the compression piston being opcrotcd in advance of the powcr piston. an intake port to and an exhaust port, from the coinhustion chamber conirollcd by the p-owcr piston an intake port. to and u :Fucl discharge port, from the compression cbninbcr hoth opcncd in advance of the intake port. to the conihustioinchambcr and controlled by the comprcssion piston. the intokc port to the conn prcssion chamber living closcd substantially 85 in advance. of tho intakc port to the combustion chumher.

6. In an internal combustion cngine of the two-cycle type, a cylindcr provided with it combustion chamber, a power piston. and a compression piston movable rclatireiy to tho powcr piston 21 compression chan'ihcr nosintoincd in the cylinder bctwcen the two pistons and of greater capacity than the combustion chamber, and moons For operating" the pistons simultaneously in the cylinder, the co'inprossion chumhcr varying: in Volume throughoutthe cycles of the cngine.

T. in an internal combustion engine of the two-cycle typou cylindcr provided with a combustion chamber, a power piston, and a compression piston of largcr diameter than the powcr piston and movable relatively thcrctm a, comprcssion chsnibor maintained in tho cylindor hstwosn tho two pistons of greater (as-paucity than tho combustion chamber, and means For operating the pistons sinniltancously in the cylinder, con

-ryclc of the engine from operating! incomes prcssion chonuoor varying in volume throughout the cycles of the engine, and having its greatest capacity during the first the upper (load center of the compression piston to 85 of its don-n stroke.

In an intcrnai combustion engine of the twocyclc typo. 2t stcppcd cylinder provided with a combustion chamber and a variable compression chamber of greater diameter than tho combustion chamber, a porrcr piston operating in said cylinder, and a compression piston opcriiting in advance of the powcr piston and adopted to "Jory thc volume oi tho compression chamber.

9. In on inlcrnul combustion engine of twocyclc type. a stepped cylinder provided with a (onihustion choinbcr and a variable compression chin'nber of grcutcr capacity at all times than tho coinlmstion chamhcr, a d mblc-hcudcd power piston operating: in said cylindcr and o compression piston op crating in ad ance at tbc pom-r piston and adapted to vary the Volumc of? tho i'QiIL prcssion chiunbor. soul compression chan ihcr r being (lctinc-d by the Wall of the cylindor and thc inncr ends of tho pistons:

10. in on intcrmil combustion engine of the twocycie type. a stcppcd cylintlcr pro vided with a, combustion charohor and a variable compression chamber of greotcr capacity at all times than the combustion chamber, a double-headed power piston, and

a compression piston operating in advance of tho power piston and adopted to vary volume of thecompression chombcn tho loWcr'hc-sd oi" the power piston. loving of iargcrdistrict or than the upper hut equal to the diameter of the compression piston and forming with the compression piston the compr ssion chamber in the cylinder.

Tntostin ray, that I claim he foregoing its my own, intro hereto o o notu r-e.

ALBERT ift All'hl'lhh'i Y.

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