US1601448A

US1601448A - Internal-combustion engine

Info

Publication number: US1601448A
Application number: US614001A
Authority: US
Inventors: Thomas A Hutsell
Original assignee: HUTSELL MOTOR Co
Current assignee: HUTSELL MOTOR Co
Priority date: 1923-01-20
Filing date: 1923-01-20
Publication date: 1926-09-28
Anticipated expiration: 1943-09-28

Description

Sept. 28 1926. 1,601,448 A. HUTSELL INTERNAL COMBUSTION ENGINE Filed Jan. 20. 1923 3 Sheets-Sheet 1 o @lloumu T. A. HUTSELL INTERNAL COMBUSTION ENGINE Sept. 28 1926.

Filed Jan, 20, 1923 3 Sheets-Sheet 5 IIIII/IIIII Patented Sept. 28, 1926.

UNITED stares PATENT OFFICE.

THOMAS A. HUTSELL, OF SPOKANE, WASHINGTON, ASSIGNOR TO HUTSELL MOTOR COMPANY, OF SPOKANE, WASHINGTON.

INTERNAL-COMBUSTION ENGINE.

My present invention relates to improvements in internal combustion engines of that type embodying a two cycle operation in which the pump and motor cylinders and complementary pistons have differential areas. The pistons are of tandem form and the cylinders are arranged in pairs with a tubular connection between the working or motor cylinders of each pair whereby one cylinder and piston form a pump for compressing and supplying a fresh fuel charge to the adjacent working or motor cylinder of the engine. The cylinders and pistons thus arranged in pairs form a section of the motor or engine with the cylinders of each portion of a section co-axial and the axes perpendicular to the longitudinal axis of the crank shaft of the engine.

The invention contemplates a compact construction of the engine casing and the employment of parallel motor or working cylinders en bloc and fashioned with an integral tubular memberfor establishing com munication between the working cylinders at the proper time. Bythis'arrangement of parts the manufacture of the engine is simplified, economy in cost 'of the production is secured, and facility in assembling or dismantling the parts is attained.

By the utilization of specially constructed hollow pistons and arrangement of ports, the incoming fresh charge of fuel is so conveyed as to insure the absorption of heat from the piston head and walls, which exchange of heat not only cools the piston and prevents undue expansion thereof, but also insures a preliminary expansion. of gas and air in the fuel charge, which condition is desirable for assisting in the flow or passage of the charge to its working cylinder.

The invention also improves the packing or sealing of the working piston by the provision of a packing or seal ring in connection with an extension of the working or 59 presence of an excess quantity of lubricatmotor cylinder to elimiate loss of pressureing oil in the working cylinder results in an incomplete combustion of the charge'in the cylinder and consequent harmfuleflt'ects on the walls of the cylinder and piston. Such harmful and deleterious consequencesare eliminated by the use of the structure embodied in my invention for that purpose.

The invention consists in certain novel' combinations and arrangements of parts in- 'olving the tandem ordouble piston and cylinder constructions and arrangements of parts as will hereinafter be more fully pointed out and claimed.

In the accompanying drawings I. have illustrated one complete example of the physical embodiment of my invention wherein the parts are combined and arranged according to the best mode I have thus far devised for the practical application of the principles of my invention and the invention as thus exemplified, in actual use, has proven highly efiicient and satisfactory in operation and under customary working conditions.

Figure 1 is a vertical, central, sectional view showing a pair of adjacent, parallel cylinders forming a section of an engine,- with one of the pistons in section and the other in elevation, together with connecting parts. Figure 2 is a view illustrating a four cylinder motor or engine of the automobile type, two of the cylinders being shown in section, with one piston in section and a complementary piston in elevation.

Figure 3 is a detail sectional view illustrating one of the coaxial cylinders with differential areas, and Figure 4. is a vertical sectional view of a complementary tandem or double piston with differential areas.

Figure 5 is a transverse, vertical sectional view through the engine at line 55 of Fig ure 6.

Figure 6 is a horizontal sectional view through a pair of cylinders, showing the relation of the exhaust, pipe and the tubular connection between the glue section. V

Figure 7 is a vertical sectional view at line 7-7 of Figure 6 illustrating the inlet cylinders of an enfor a fuel charge to a working cylinder, and the outlet or exhaust therefrom.

In Figure 2 of the drawings a standard type of gasolene engine or motor for an automobile is illustrated having the crank case 1 and engine base 2, and the usual form of crank shaft 3 is illustrated in Figure 1.

lVhile I have illustrated as one exemplification of the invention, a four cylinder, automobile type of engine, it will be understood that a greater number or a smaller number of cylinders may be used, but in each instance the cylinders are coupled in pairs. Thus the engine base 2 is fashioned with a pair of integral pump or compression cylinders and 5, arranged in parallelism, and upon the engine base the top section (3 of the engine block is secured, as by bolts, or in other convenient and suitable manner. This top section or engine block is provided with the usual water jacket 7, and is fashioned with a lower horizontal flange 8, extending over, andforming'heads to close the two cylinders 4 and, 5.

The two

adjacent working cylinders

9 and 10 are cast integral with the top section of the engine block, and 'alined co-axially with their complementary pump cylinders 4i and Brespectively,and'the closed heads of these wo rkng cylinders areprovided vith the usual ignition devices or spark plugs 11 as shown. Thecomplemcntary, co-axial cylindcrs ie? and 510 have diifercntial areas, and the working. cylinders are each formed I with a dependingannular flange or extension 12, which'projects downwardly and opens into a pump cylinder. As best shown in Figures 1 and 6, an integral tubular connection 13is provided be tween the exterior walls of the two working cylinders, for passage of gases from one cylinder to another, by means of which the freshfuel charge is transferred from one pump cylinder to theworking cylinderadj cent thereto. 'Atits ends thistubula-r con: nection has ports 13 in the walls of the work ng cylinders asseen inFigs. 3, 6, and 7. The connection is cast integral with the cylinders, and is preferably a straight connec'tion,offse t from alinement with the longitudinal or vertical axes of the cylinders.

In'Figures 1, 2, 3, and 5, intake ports 1% are shown in the wall of a working cylinder,

the latter portsbeing located below the flange or extension 8, while the ports13 are positione d above said. flange. The carbureter 15 and fuel pipe 16 are also shown in Figure 5, and in dotted lines in Figure 2, for furnishing the fuel charges.

In Figure 7 a plurality of openings 17 are indicated as exhaust ports leading to the exhaust. pipe 18 for gases of combustion, said ports being located in the wall of the pump cylinders below'the flange or partition 8;

The pair of tandem or double pistons, are

indicated as a whole by the numerals 20 and 21 respectively, and as they are of complementary construction, a description of one will suf ice for both. The usual wrist pins and connecting rods 23 are employed for connection with the crank shaft as shown in Figure 1. Each tandem or double piston, as in Figure l, comprises a tubular portion 2%, of comparatively large area, openat the bottom and adapted to reciprocate in its coniplementary work cylinder of the engine. A transverse partition 25 forms the head of the large pu'mp'piston, and as this partition is located below the open, upper end of the tubular portion 24, a compression space or annular chamber 25, is formed above the piston head 25, exterior of the working piston 27. The working piston 27, of smaller diameter than the pump piston, is an integral, hollow, cylindrical member, rising centrally from the partition 25, and adaptedtofrecip: rocatein its complementary working cylin; der of the engine. Theupper closed head 28 of the working piston is fashioned with av flange or shield 29 acting as abatliewall for fuel gases and gases of combustion, and. a series of vertically disposed, elongated ports or slots 30 are provided in the wa1lfofthe working piston, preferably at one side there of, for establishing communicationbetween the interior of a working piston at its lower end, and a compression space 26, above the partition 25 of the compression or pump piston. The usual packing rings 31, and other accessories employed in connection with'the reciprocatingpistons, and suitable ports for admission of; fuel. charges are of course'utilizcd. An additional pack ng ring 32 is used on each of; the two work ngv pistons,

and located in such position thereon that when the working piston is at the lower end,- of its-stroke, the r ng. 32 remains 111 the. ex:

tension 12 of the working cylinder. As. shown in Figure 2 this ring 32 ;not only closes the extension sleeve or flange 12 against from the compression space 25, but the ring,v also forms an oil seal to prevent egress of excess lubricating oil to the. interior of the work ng. cylinders Referring to Figure 1- it will be seen that a fuel charge that has plGVlOltSli' been, ad

mitted through intake port 1% in Figures 3. and 5, has been compressed in the pump or compression chamber 26, at the upper end. I

of the pump cylinder 5, and during this operaticn of compression this gas has been permitted to expand through elongated ports 30 into the, interior the working piston in cylinder 10. As the pump piston reaches the end of its compression stroke, at the right in Figure 1, the upper ends ofv ports or slots 30 register with the ports 13 of the passage 13 as shown. Thus itv willbe seen that the intermediate pcrtionsof these slots are closed by the annular flange or extension 12, and two series of ports are formed, one at the lower ends of the slots maintaining communication between the compression chamber 26 and the interior of the working piston in cylinder 10, and an upperseries of ports registering with the ports 13 of passage 13.

As the combined area of the compression chamber in the upper end of cylinder and that of the working piston in cylinder is greater than the area of working cylinder 9, only a portion of the expanding charge passes through passage 13 to the working cylinder 9. Then this charge has been admitted to cylinder 9, it is compressed by the upstroke of piston 21, this re-compression of the charge being followed by ignition properly timed, to force the piston downward on its working stroke. As the piston reaches the end of its working stroke .(as at the left in Figure 1), the exhaust gases are free to pass through port 17 to the exhaust .pipe 18. The baflle wall 29 of the working piston, is at this time in position in front'of port 13 to divert any fuel gas upwardly into the working cylinder and away from contact with exhaust gases, thus preventing escape of fuel gases with the exhaust gases of combustion.

With the piston 21 in its lowermost position, as in Figure 5, a fresh fuel charge is admitted to the pump cylinder at, above the annular space 26, and this charge passes through slots .30 into the interior of the working piston 27 of piston 21. This fresh fuel charge absorbs heat from the interior of the working piston, thus cooling its walls and head. The upstroke of the pump piston compresses the fuel charge as the area of the compression chamber 26 is reduced, and when the upper ends of the slottedv portion, or ports 30 of the working piston register with ports 13, a fuel charge is transferred from the interior of the working piston through passage 13 to the interior of the working cylinder 10.

In this manner the two sections of the motor or engine alternate in their actions of compressing a fresh fuel charge and passing this charge from the pump cylinder of one section to the working cylinder of the adja cent section. In the adjacent working cylinder, the expanded supply is again compressed or re-compressed previous to the working stroke of that piston. By utilizing a portion of the gases of combustion with the fresh fuel charge economy in fuel consumption is accomplished. The introduction of the fresh fuel supply to the interior of both the compression of pump pistons and to the interior of the working pistons secures the transfer or exchange of heat from the walls of those pistons to the fuel charge, enhancing the efficiency of the fuel char e and cooling the walls of the working pistons which'results in the elimination of a tendency to stick on the part of the pistons within the cylinder walls.

Having thus fully described my invention, what I claim as new and desire to secure by Letters Patent is 1 I 1. The combination in an'internal combustion. engine including communicatin sections, of a pair of co-axial differentia cylinders forming a pump cylinder and a working cylinder, a double piston comprising a hollow, slotted working piston having a closed bottom and a pump piston having a closed bottom adapted to form a compression chamber in said pump cylinder, and means operative under movement of the slotted working piston whereby a fuel charge may be transferred from said compression chamber via the interior of the working piston to the adjacent section.

2. The combination with adjacent, communicating, engine sections, of a pair of coaxial, differential pump and working cylinders and an annular flange on the working cylinder located in the pump cylinder, a hollow, slotted Working piston having a closed bottom, and an integral pumping piston having a closed bottom adapted to form a compression chamber in the pumping cylinder whereby a fuel charge may be transferred from said pumping cylinder via the interior of the working piston to the working cylinder of the adjacent section.

3. The combination with an engine base comprising adjacent pumping cylinders, of an engine block comprising integral -pumping cylinders having a transverse partition forming heads to the pumping cylinders, annular flanges on said working cylinders, a

tubular connection between said working cylinders, double hollow tandem pistons operating in said cylinders and means for transferring a fuel charge from a pump cylinder through a working piston to an adjacent working cylinder, at single transverse member forming a closed bottom for the tandem pistons.

4. The combination with differential, coaxial pump and working cylinders, and an annular flange on theworking cylinder located in the pump cylinder, of a hollow, slotted working piston having closed ends and side slots at its lower end, a packing ring on the piston located at all times above the lower extremity of said annular flange, and a pumping piston integral with the working piston and surrounding the slotted portion of said piston to form a compressionchamher in the pumping cylinder whereby afuel charge may be transferred from said pumping cylinder to an adjacent portion of an engine.

5. The combination with a co-axial and differential pumping cylinder and working cylinder, of an exterior flange and a depending flange on the- Workingcylinder forming an annular compression space in the pump cylinder, a pump piston having a transverse p artition' and an integral- Working 5 piston forming an annular compression space in the upper end of the pumping piston, said Working piston having elongated ports adapted to establish communication between acompression chamber formed by seiclcompression spaces and a part of 10 the Working cylinder.

In testimony whereof I afiix my signature.

THOS. A. HUTSELL.