US1508260A - Internal-combustion engine - Google Patents

Description

fiepfi. 9 E9241.

, F. M. SUTTON INTERNAL COMBUSTION ENGINE Filed June 29,

Patented Sept. lldfi l.

. HXTWNAFrCGhTBUSTIQIBl M21333 L1 application sled June as,

To alZ whom it may concern:

Be it known that l, FRANK M. SUTTON, a citizen of the United States, residing at Modesto, in the county of Stanislaus and State of California, have invented new and Qne of the objects of the present inven-' tion is to generally improve and simplify engines of the character described, and especially to provide an engine employing opposed cooperating pistons actuated by a common crank shaft so as to equalize hearing thrusts and to permit a balanced con is; further to provide an engine in which crank case compression may be en tirely eliminated and in "which charging and scavenging of the explosive mixture may be eificiently accomplished. Another object of the invention is to provide a structure which permits compression and firing of the explosive mixture between the pistons and within one oi. the same; also a structure which permits the formation of ports for the delivery and discharge or" the explosive mixture, thereby reducing the number of valves and connected mechanism required to a minimum.

Further objects Will hereinafter appear.

The invention consists of the parts and the construction, combination and arrangement of parts as hereinafter more fully described and claimed, having reference to the accompanying drawings, in Which--- Fig. 1 is a central, vertical, longitudinal section through the engine.

Fig. 2 is a similar section taken at right an les to Fig. 1.

eferring to the drawings in detail, A

indicates a cylinder, B a crank case, 2 a crank shaft journalled insuitable bearings as indicated at 3, and 4c and 5 a pair of cooperating pistons; one disposed Within the other and both connected with the crank shaft by means of the connecting rods indicated at 6 and 7.

Formed near' the upper end of the cylinderis a chamberezl, and regulating the admission of gasses or air thereto is an. inlet valve 9 which is lifted once during 1821. Saris! no.

each revolution of the crank shaft by means of a cam 10 and a pusher rod 11. Forming a communication between the chamber 8 and the upper end of the cylinder-is a plurality of ports ill and a single port 13, the function oi'vvhich will hereinafter he described.

Formed near the lower end of the cylinder is a plurality; of exhaust ports as indicated at 1 and forming a part out the cylinder is an annular exhaust discharge passage with which the ports it communicate.

Formed in the upper end of the piston ti is a plurality of ports 16, and formed near the lower end thereof is a similar set of ports 17 The ports 16 are adapted to communicate with the ports 12 and the chamber 8, and also with a chamber 18 in which is mounted a spark lug 19. The lower ports 17 are employs for scavenging purposes only and Will therefore register with the exhaust ports 14 during the scaveng ing cycle as will hereinafter be described.

The piston .4 travels within the cylinder A. The interior oi this piston is ground to form a cylinder chamber for the piston 5, and it may therefore be stated engine is divided into two separate chamhers, one chamber 20 formed between the head of the piston tend. the head of the cylinder indicated at 21, and a second cha1n- I ber 22, which is formed interior of the piston 4; or between the pistons i and 5. The chamber 20 forms a primary suction and compression chamber for the gases or other mixture employed, While the chamber 22 forms a compressionand firing chamber for the same gases. lhe cycle of operation will be as follows: v

Gpposed movement of the pistons i and 5 takes place due to the 180 ofiset formed by the cranks on the shaft. During downthat the Ward movement of piston a, an explosive charge is admitted through valve 9 and the chambers 8 and 20 are thus completely filled with the gas. 'During the upward stroke of piston a, the mixture is compressed and is icy-passed through the ports 12 and. finally the ports 13 into the chamber 8 under fairly high compression. The moment however that piston 4- reaches its upper limit of movement, ports 16 will register with the ports 12 as shown Fig. -1 and the l8 coniainin Bil - menl is mission and discharge of the gases at timed intervals. In fact the only valve emcharge under" compression held by the chainher 8 will thus be bypassed into the chain.

ber EZQ formed. between the pistons 4 and 5. This charge is compressed during the neat incitement of the two pistons which are in opposition to each other and. when maximum compression is reached, register is made hetween the ports 16 and the chanibeithe spark plug. A circuit is simultaneous y ned through the plug l-l and the charge is thus ignited. The firing and expansion oi. the mixture produces the driving; force required and downward move imparted to the piston 5, While u Ward movement is transmitted to the piston 4. The charge is thus completely on pended and is exhausted the moment the ports 1'? register with the ports 14 as shown in 1. A. charge admii sted to the chambers 8 and 20 and compressed during the upward movement ofthe piston 4 is simultaneously admitted through the ports 12 and 1c and this char e is not only 6133:.- pioyed for the purpose or" recharging the chamber 22, but also to assist complete removal or scavenging of the burned discharging through the ports 17, the cycle of operation being repeated once during each revolution, and a two-cycle operation is thus obtained.

In actual practiceic is obvious that the ner desired, either by waler jaclketing "she same or by providing cocllng fins such as indicated. at 25. To further assist cooling, closed chamber has been formed in che upper pale; of the piston 4: indicated at This chamber may be partially filled with a fluid which will assist in'conducting o "iransf'erring 'the heal; from the inner head.

From the ion-:goin it can be seen, first, that. a awe-cycle engine has been provided in which crank case conipression'is entirely eliminated the charge to be compressed and fired is adinifited and lay-passed by means *2 the piston l and the chambers 20 and formed above the same; dilution of the lubricating oil contained in the crank case, Wear on tl e hearings and leakage losses are l-hus avoided; second, a uniform pressuife is GICQlIiGQl on the crank shaft bearings during each revolution, and particularly during bhe firing cycle as the thrust of the connecting rods and piston is in opposition to each other, This is of further impor'cance as permits, ractically speaking, perfect halal orcczip e between the movi ar-its. Third, structure is provided practically eliminates the use of valves as the posts formed in the cylinder and the pislon 4 permit automatic adproper ployed that indicated at .hhie valv operate on the Diesel principle. 111 t' being in reality nothing more or less a check 'valve to prevent escape 01% from chamber 8 during the compi'essin ole. Such a. structure is of great impor tance as it materially reduces the cos, manufacture by eliminating a. numbervalvcs and 2-;he mechanism required to 0p ate the same. Fourth, leakage losses 0 gases during compression and. iiring of 15h same will be reduced to a minimum in ill present; instance as compression takes place during half the time period required by single piston engine. In other words Where a charge is compressed rapidly, 21 this instance, escape by leakage is Such leakage loss is furthermore prcyei in the presentinshance due to the face c. the-charge is compressed. within the E and to escape it music either pass no n- Wardly around the piston 5 or otherwlse through the ports 16 and upwardly hey oi the head of the piston Such escape would however is of no importance as it Wood-a merely enter the chamber 20 Where it We" again be returned when the next chm oy-passed to the chamber 22,. In the connection it may e sisal-ed chat the shaft throw may be reduced to hall? P a quired by a single pishon engine is the case, it should be obvious thai; meeting rod throw and the vibrations duced thereby will he reduced to mum,

While I have in this instance described. an engine operating on an explosive tore admitted from a carburetor 01 oz sour-cc of supply, it is obvious that lshe engine may operate on the Diesel prim if desired, that is apure charge would in theiins'tance he admitted tllz'oz the valve 9 and this charge when, compares" would he lay-passed to the chamber Where it would finally he conipit'essed to 2 approximate pressure of 500 pounds compression would heal; .che all" lo a, clout temperature to permit the engin :asethe fuel injected would he recall" on fi'oin'the chamber 18, which would suppo a fuelatomiaing nozzle as a suhstitute the spark plug 19 shown. I therefore Wish. it understood that a, two cycle operation permitted Whetheremploying explosive mixture or. operating on the Diesel prim oiple; further that Whil the general is more or less speci ly illustrated, Wish it understood than anions changes form and proportion may be resored to within 'the scope of the appended claims, similarly that the nia'iierials and finish of T e several parts employed may be such as H s experience and judgment of the menu 1 may dictahe or varying uses L demand a u 1, A?

Wilma described my invention,

what I claim and desire to secure Patent is- A two-cycle engine comprising a cylinder, a normally closed intake chamber partially surrounding the upper end thereof and having aligned openings forming communication between the chamber and.c linder, one of said openings being elongated to extend upwardly to the cylinder head, a valve for admitting fuel to the intake chamber, a hollow piston reciprocally mounted in the cylinder and forming a combined suction and compression chamber between the piston and cylinder head, the said piston having ports at the upper end thereof, a second piston reciprocally mounted therein to form a combustion chamber between the two pistons, a crank shaft, and links conmeeting the said shaft and pistons in opposed relation to each other, the upward by Letters stroke of the hollow piston adapted to.

compress the fuel charge in the combined suction and pressure chamber, byassing the same initially through the aligne openings and finally through the elongated opening to the intake chamber and thence having ports between it and the chamber,

said hollow piston having ports adjacent its lower end for registration with the ports of the exhaust chamber to effect discharge of burnt gases, the lower ports of the hollow piston registering with said ports ofvthe exhaust chamber simultaneousl with registration of the upper portsot the hollow piston with the ports of the intake chamber so that upon recharging of the combustion chamber the incoming gases assist in removal of the burnt gases into thenexhaust chamber.

FRANK M. SUTTON.

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