US1503184A - Internal-combustion engine - Google Patents

Description

Jul 29 1924.

Filed April 11. 1921 2 Sheets-Sheet 1 il ERETfR 5UR77V77 2 Sheets-Sheet 2 E. R. BURTNETT INTERNAL COMBUSTION ENGINE Filed Avril ll.

fr lg Ill/4 EE'IT R. BURTNETT, OF LOS ANGELES, CALIFORNIA,

ASSIGNOR 0F ONE-HALF T0 HOMEB'A. BRUNELL, OF LOS ANGELES, CALIFORNIA.

INTERNAL-COMBUSTION ENGINE.

Application filed April 11, 1921. Serial m3. 460,308.

To all whom it may concern:

Be it known'that I, EVERE'I'I' R. BUnTNaTT, a citizen of the United States. residing at Los .Angeles, in the county of Los Angeles and State of California, have inventednew and useful Improvements in Internal- (ombustion Engines, of which the following is a specification.

My invention relates generally to internal combustion engines, and more particularly, to an engine of the sleeve valve, four-cycle type.

The principal objects of my invention are to generally improve upon and simplify the construction of the existing types of similar engines, to provide a construction wherein but a single valve mechanism of the S1 -eve type is needed for each engine cylin I der, to provide an engine having a minimum number of operating parts, thereby materially decreasing the cost of manufacture and maintenance, and, further, to provide an engine wherein the production of pow r from a given amount of fuel will be 'materially increased. \Vith the foregoing and other objects in view, my invention consists in certain'novel features of construction and arrangement of parts that will be hereinafter more fully described and claimed and illustrated in the accompanying drawings, in which:

Fig. 1 is an elevational view of an internalcombustion engine of my improved construction and with apart of the housing broken away to show the valve actuating and timing gears. I

F'g. 2 is an enlarged vertical section taken through the center of one of the cylinders of my improved engine.

Fig. 3 is a horizontal section taken approximately on theline 33 of Fig. 2.

Fig. 4 is a horizontal section taken approximat"ly on the line 44 of Fig. 2. I Fig. 5 is a horizontal sectionta ken'ap proximately on the line 55 of Fig. 2. F lg. 6 is a horizontal section taken approximately on the line 6-6 of Fig. 2.

Referring by numerals to the accompanying drawings, which illustrate a practical embodiment .of my invention, 10 and 11 designate, respectively, the upper and lower parts of the crank case, the same being formed in two or more parts andcombining to form a closed housing for the crank shaft. 12, and which latter is "jourboring and chamber is of uniform diameter throughout its length. thereby greatly facilitating finishing operations, and the upper end of said combustion chamber is entirely devoid of all lateral pockets or chambers and which latter, it will be understood, are present in'all forms of T and L-shaped head cylinders.

The wall. of the cylinder that encloses the combustion chamber 15 is provided with a chamber 16 through which a fluid cooling medium such as water is adapted to circulate and which fluid cooling medium passes to and from said chamber through circulation pipes such as 17.

Seated in a suitably formed threaded aperture 18, and preferably in the head of the cylinder block or body, is a spark plu 19, the terminals or sparking points of whic extend into the chamber 15, preferably at a point coincident with the axis thereof, and, by virtue of such construction, the spark produc"d within the combustion chamber is centrally located. and as a result, more uniform ignition of the compressed charge within said combustion chamber is effected. Formed through the upper portion of the wall of the cylinder that surrounds the combustion chamber is a plurality of exhaust ports 20, the same opening directly into an annular exhaust chamber 21, and leading from the latter, preferably at diametrically disposed points, are exhanst pipes inlet chamber-25 towhich is connected apipe or conduit 26 that leads from a suitable source of gaseous fuel supply.

Formed through the Wall of the cylinder that surrounds the compression chamber 24 and leading from the lower portion of the annular chamber 25 into said compression chamber, is an annular row of gaseous fuel inlet ports 27. l Arran ed for reciprocatory movement within t e combustion chamber 15, is an open ended tubular member 28 that performs the functions of a sleeve valve, and the upper outer edge of this sleeveor tubular member is cut away to. form a shallow annular groove such as 29.

This sleeve extends a substantial distance downwardly through the compression chamber 24, and formed integral with or fixed to the lower portion of said sleeve, and arranged for reciprocatory movement within the compression chamber, is an annular piston 30 that comprises a horizontally disposed plate 31 that incloses the space between the sleeve and the annular wall surrounding the compression chamber and said plate being provided at its outer edge with a depending ange 32 that fits snugly against the inner face of the wall surrounding the compression chamber. This annular compression piston be acked in any suitable manner, prefera ly, y means of suitable packing rings 33 that are seated in the outer faces of flange 32.

Formed through the wall of sleeve 28 and preferably at a'point immediately above the annular compression piston 30, is an annular row of ports 34 that are adapted to admit the compressed gaseous fuel from the compression chamber 2 1 into the combustion chamber 15, as hereinafter more fully described. If desired, one or more suitable packing rings such as 35 may be seated in the outer face of the sleeve 28 above the compression piston 30, and, in order to effectively lubricate the external face of the sleeve above the compression piston, one or more relativel small annular grooves such as 36 may be ormed in the inner face of the combustion chamber, and which grooves are supplied with liquid lubricant through a duct such as 3T'that is formed through the wall of cylinder 14.

Arranged for rotation in suitable bearings above and to one side of the bearings for crank shaft 12, are bearings 38 in which is 'ournaled a valve actuating crank shaft 39.

his crank shaft is caused to rotate at half the speed of crank shaft 12, by means of a pinion 40 that is fixed on crank shaft 12, preferably at a point outside the crank case of the engine and said pinion meshing with a larger pinion 41 that is fixed to the crank shaft 39.

The pinions 40 and 41 are preferably arranged within a suitable housing 42; and

their relative sizes effects a complete rotation of crank shaft 39 with each two complete revolutions of crank shaft 12.

Arranged in suitable bearings on the lower portion of sleeve 28 and the point beneath the compression piston 30, is a Wristpin 43 to which is connected the upper end of a link or pitman 44 and the lower end of the latter being journaled on one of the cranks of shaft 39.

Arranged for reciprocatory movement within sleeve 28 is a piston 45 that carries a wristpin 4:6, and connected to the latter is the upper end of a piston rod 47, the lower end of which is journaled on one of thecranks of shaft 12.

The external diameter of the piston 45, with the exception of the grooves that are provided for the packing rings, is uniform throughout its length, thus permitting the external surface of the piston to be readily finished and permitting the piston to be very accurately fitted into the-sleeve 28, the internal diameter of which is uniform throughout its length.

Piston 45 may be packed in any suitable manner, preferably y means of suitable packing rings seated in its periphery at points adjacent to its top and bottom.

In order that my improved engine may function properly, it is essential that the crank of shaft 39, to which link 44 is connected, occupy an angular position that is 45 to the left of a straight line drawn through the axes of shaft 39 and wristpin 43 when the piston 45 is at its upper limit of movement or at the point of highest compression, and which position is illustrated in Fig. 2.

The operation of my iuiproved internal combustion engine is as follows:

Assuming that the piston 4:5 is at its upper limit of movement and that a charge of gaseous fuel has been drawn into combustion chamber 15 above the piston and compressed therein, andthat the timing apparatus associated with the engine produces a sparl' within the terminals of spark plug 19, the compressed charge of gaseous fuel will be ignited, thereby driving the piston downwardly through sleeve 28 on its power stroke, and the motion and power thus developed will be directly transmitted to shaft 12 and the latter will be rotated in the direction indicated by the arrow iII'Flg. 2.

By virtue of the two-to-one gear connections between shafts 12 and 39, the latter will be rotated at half the speed of the former, and as piston 45 travels downward through the sleeve on its power stroke said sleeve will also travel downwardly, but at a relatively slower speed than said piston.

While iston 45 is thus traveling downward on its power stroke, inlet ports 27 are closed by the flange 32 of the annular compression piston 30, inlet orts 34 are closed piston 45, and the ex iaust ports 20 are c osed by the upper portion of sleeve 28.

As the piston starts on its succeeding upward stroke, sleeve 28 has moved downward a sutlicient distance to bring the annular groove 29 into register with exhaust ports 20, and thus, on said upward stroke of piston '45, the products of combustion resulting from the preceding explosion of gaseous fuel within the combustion chamber will be forced out, through the exhaust ports, into the annular chamber 21, and said products of combustion will pass from said chamber outwardly through exhaust pipes 22 As the annular compression piston 30 moves downward with the sleeve 28 as'just described, a partial vacuum will be established in the chamber 24 above said annular piston, and as said compression piston moves to its downward limit of movement, inlet ports 27 will be uncovered, thereby permitting a charge of gaseous fuel to be instantly drawn into the compression chamber to re-v place the partial vacuum therein, and, owing to the increased diameter'of the compression chamber 24, the volume of gaseous'fuel drawn thereinto is considerably greater than the amount required to fill the'combustion chamber at normal or atmospheric pressures.

Immediately after the exhaust stroke of.

piston 45, the latter starts downwardon its suction or vacuum produ'cing stroke and immediately, sleeve 28 starts on its succeeding upward stroke, thereby closing the exhaust ports 20 and likewise closing gaseous fuel inlet ports 27. A

As piston 45' continues its downward movement, a partial vacuum will be established in the combustion chamber 15, and

- such partial vacuum will gradually increase until the top surface of piston 45 passes inlet ports 34, whereupon the combustible charge previously drawn into compression chamber 24 and compressed to a relatively high degree by the preceding upward movement of the compression iston 30, will, as a result of expansion and t e partial vacuum within the combustion chamber 15, instantly enter and fill the latter.

This action, it will be understood, takes place when the piston 45 is at the lower end I of its vacuum producing stroke and while the sleeve 28 is at its upper limit of movement, and, on the succeeding upward movement of piston 45, the combustible charge drawn into the combustion chamber will be com ressed to a relatively high degree, and, at t e point of highest compression, or immediatel thereafter, the compressed charge will be ignited to drive the piston downward on its power stroke, and thus the cycle of o rations is completed.

-T us, it will be seen that I have produced valve operations;

a relatively simple and efficient internal combustion engine of the sleeve valve, four-cycle type, that has many advanta eous features of construction that are particularly desirable where high speed rotary motion is desired; and, among the many advantages of construction and operation that may be found in my improved engine, the following may be mentioned The successful timing of a single valve to function one cylinder for the of operation, thereby efiecting a reduction of parts in exact ratio to the number of cylinders employed in a single engine unit; a great reduction in production cost through the use of onlyone valve per cylinder and one link to actuate said valve, also the relatively simple cylinder and crank case structure-which is made possible by the simplicity of the valve mechanism; a material reduction in maintainance cost due to the character of the valve and its operation, said valve being protected from heat by fuel charge circulation and induction, also by a body of cooling medium such as water directly adjacent to the cylinder wall that contains that portion of the valve that is exposed to the maximum heat resulting from the combustion of the fuel Within the combustion chamber; the positive cooling of the piston and a material reduction of the temperature of the piston head, and which result is attained by the forced induction of relatively cool fuel gases that sweep or flow directly and uniformly over the piston head for periods alternating with the combustion periods; the production of greater power at high rotative speed, which advantageous result is accomplished by pressure induction of the fuel gases into the combustion chamber at a time when the latter has the greatest or maximum degree four cycles 7 of displacement, and by providing means, I

through the particular design of the valve and without-the addition of any part or movement other than those required to provide an exhaust and inlet port function, to forceany quantity ofheat units or any desired volume of atmospheric pressure into the combustion chamber, of smaller displacement, thereby providing any initial pressure preceding the compression stroke of the cycle, that may be desired; and, further the provision for an initial pressure greater-than atmosphere, if desired, at any rotative speed without additional parts or the elimination of one valve member and .its actuating means, which is a decided improvement over the conventional four-cycle engines having two or more valves for each cylinder; and in this connection, it will be understood that the greater power obtained in the relatively small modern types of engines is derived from the use of relatively large valves and in most instances, dual valves (four to each cylinder) and which valves are actuated by overhead cams that create more or less noise in operation and which tend to transfer a volume of fuel to the combustion chamber near the full displacement at high speeds; whereas, in my improved engine, full volume of fuel gas is assured at any speed with materially les s parts than are required in ordinary engines; further, increased elliciency of combustion and less power losses by heat radiation, through the provision of a combustion chamber of such size as to contain the greatest content of fluid in relation to the area of the containing cylinder wall; the material advantage of high speed combustion due to the location of the terminal points of the spark plug at the cen-' ter of the charge of fuel, and the absence of pockets or lateral extensions from the combustion chamber; the greater port area in ratio to the piston displacement and the quick opening of said ports, which advantages are gained by my improved design, wherein the ports are arranged in annular rows and extend entirely around the circumference of the combustion chamber and the valve; the absence of noise in operation, and which result is accomplished by the elimination of all poppet valves and valve operating mechanisms; a positive sealing of the vacuum and pressure through the use of metal packing rings on the valve and piston; the material reduction in back pressure of exhaust gases due to the annular arrangement of the exhaust ports and the provision of exhaust pipes on opposite sides of the combustion chamber; and further, the elimination of water gaskets in the cylinder head and the material reduction in weight due to a relatively short cylinder head and the size and shape of which latter permits it to be easily and quickly produced and finished.

The use of a single sleeve valve in an internal combustion engine has many advantages, and where constructed in accordance with my invention and arranged to operate in proper time relation to the movements of the iston, said valve functions in many ways; or instance, it cuts oil the suction from the carburetor or source of gaseous fuel supply, pie-compresses the fuel charge before induction into the combustion chamber, controls the induction of the fuel charge into said combustion chamber, positively provides a full volume of fuel at all engine speeds, seals the combustion chamber during the compression and expansion strokes, controls the entire annular row of exhaust ports fora certain degree of lead, during the full duration of the exhaust stroke, and for a certain degree of lag, and establishes a artial vacuum in the precompression 0 amber that is effective in drawing into said chamber a full charge of gaseous fuel.

In addition, the annular compression piston formed on the sleeve valve is effective in drawing into the compression chamber a charge of gaseous fuel that is slightly greater in volume than the piston displacement in the corresponding engine cylinder, such action taking place while the piston is making its power stroke. This charge is com- ,pressed during the exhaust stroke of the piston, and said charge is inducted under pressure, into the combustion chamber at the end of the vacuum stroke, or as the piston passes over its lower center, thereby preparing the charge by ore-compression and positively inducting a full volume of fuel at all speeds.

It will be readily understood that minor changes in the size, form and construction of the various parts of my improved internal combustion engine may be made and substituted for those herein shown, without departing from the spirit of my invention, the scope of which is set forth in the appended claims.

I claim as my invention:

1. In an internal combustion engine, a cylinder of two diameters having a combustion chamber and a cpmpression chamber, exhaust ports formed in the combustion chamber, intake ports formed in the compression chamber, a valve sleeve slidable in the combustion chamber and controlling said exhaust ports, a piston fixed to the valve sleeve between the ends of the latter and working within the compression chamber to control the intake ports, said valve sleeve being formed with ports for effecting communication between the combustion chamber and the compression chamber, and a piston working within the valve sleeve.

2. In an internal combustion engine, a cylinder having a combustion and a compression chamber at the lower end of the combustion chamber, an exhaust chamber at the upper end of the cylinder, exhaust ports for effecting communication between the exhaust chamber and the combustion chamber, an annular intake chamber surrounding the compression chamber, ports for effecting communication between the intake chamber and the compression: chamber, a valve sleeve mounted for reciprocatory movement within the cylinder to control the first ports, a

iston-carried by the valve sleeve and working within the compression chamber to control the second ports, said valve sleeve being formed with ports at a point directly above said piston, and a power piston working within said sleeve and controlling the ports of said sleeve.

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

EVERETT R. BURTNETT.

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