US1649370A

US1649370A - Internal-combustion engine

Info

Publication number: US1649370A
Application number: US594500A
Authority: US
Inventors: Ira H Spencer
Original assignee: Individual
Current assignee: Individual
Priority date: 1922-10-14
Filing date: 1922-10-14
Publication date: 1927-11-15
Anticipated expiration: 1944-11-15

Description

Nov. 15, 1927. 1,649,370

I. H. SPENCER INTERNAL COMBUSTION ENGINE Filed Oct. 14, 1922 5 Sheets-Sheet 1 ge -L Nov. 15, I92 7.

l. H. SPENCER INTERNAL COMBUSTION ENGINE Shets-She Filed Oct. 14, 22

Nov. 15, 1 927. 1,649,370

I. H. SPENCER INTERNAL COMBUSTION ENGINE 3 Sheets-Sheet 3 Patented Nov. 15, l927.-'

burrsor srArEs PATENT QFFECE,

me n. 'srnncnn, or wns'r HARTFORD, oonnnorrcurl m'rnnusnoomnusrron ENGINE.

ramification filed October 14, 1822. Serial No. 59 5500.,

of an engine to produce maximum results in.

efiiciency with a minimum expenditure of power. J

7 tion and in the construction and use of which One form of engine embodying my inven the objects herein set out,as' Well as others, may be attained, is illustrated in the acconr panying drawings, in which- Figure 1 is a view inside elevation of my improved engine. I

Figure 2 is an end view of the same. Figure 3 is a top View. Figure 4 is a View of the end that shown inFigure 2.

Figure 5 is a view in central vertical longitudinal section through the structure.

Figure 6 is a view of. a fragment of the engine cut in horizontal section on a plane denoted by the dotted llne'ti o1 Figure 5.

Figure 7 is a similar view on a plane denoted by the dotted line 7 of Figure 5.

Figure 8 is another similar View on a plane denoted by the dotted line 8 ofl lgure 5.

Figure 9 is a View in vertical section on a opposite to ,nlan denoted by the dotted line 9-9 of ure 3. I igure Ellis a View of a iragment of the structure on a horizontal plane denoted by the dotted line 10 of Figure 5c I Figure if; is a similar View on a plane de noted by the dotted iine ll of Figure 5.

All oil: the views iron; and including fi ure 5 'upwardiy are on enlarged scale.

the ac 'cates the base section of my imyedengie and may be composed of suitable material formed to shape in any er and it comprises in a single a 's upporting base for the cyi j iece not c inders, with a id bearings itor'the crank shaft, but also a and generator frame 1% embodying a and a generator case 18. I This pump case base section also includesas an integral s arttherehia starter case 19 and laterally ending engine supports 20 located at each oi the section, together with a portion 1 eac companying drawings the nu portion of crank chambers.

- ments lyiing on opposite sides t 2] of a fly Wheel case, the supports 20 at this end of the structure preferably projecting from this case. I

vA pan section 22 of the engine is formed to provide a portion of the crank shaft bearings and crank chambers, and a section 23 of the fly Wheel case constitutes one end of this section' Bottom closing plates 24, secured in place in any suitable manner, close va number of bottom openings into the crank chambers, these openings being located opposite the cranks on a crank shaft 25 mounted ln'the crank shaft case, which case is composed of the base and pan sections of the I structure.

This crankshaft case as a whole is of particular construction, it being divided into a number of crank chambers 26, walls of which closely enclose the cranks, the Walls between adjoining crank chambers being quite thick and formed with openings 27-28 inthe sections 15 and 22, respectively, the thickness of these Walls being such as to provide suitable bearings for the crank shaft, and as shown in Figure 5 of the drawing. A fly wheel 29 is secured to the crank shait at one end Within the fly Wheel case, and a sprocket Wheel 38 is secured at the opposite end of the crank shaft and is connected as by a sprocket chain with asproclret element on the end of pump and generator shaft mounted in hearings in the pump. and gencrater irame it. A sprocket chain case 32 is remcvabl secured to the end of the sections 15 and 2% to enclose the sprocket chain just hereinabove referred to. Balance segments 33,preierably two in number, are secured to squared portions of each crank at rank shait end thereoi these segments being oi Weight to counterbalance the crank, and they may he secured place in any suitable manner, a in the flat surface receiving the. squarec ortion or the crank, and screws passi Weights into the crank. orde for irazimum results in compress segments 35, an extremely diiierent from that of which the are composed, and corresponding thereto, are secured to the suns. oi the crank H1 a'manner similar pioyed for securing the segments nection for the piston rod water cooling system, the said outer wall also The cylinder section 36 of my improved engine is secured to the to of the base section 15 with the cylinders 1n line with openings 37 through the top of the section 15, which openings establish communication between the crank chambers in which compression takes place and the lower ends of the cylinders. This cylinder structure com.-

prises an outer wall 38 forming the entire side surfaces of the structure, and it also comprises inner or cylinder walls'39 with in which the piston chambers 40 are inclosed. The outer

wall incloseswater chambers

41 and 42 at the bottom and top of the structure and comprising a portion of a inclosing an inlet chamber and exhaust chambers 4344 l0cated vertically between saidwater chambers and'within a bulgeextending horizontally into the chambers, as shownin Fi re 9. The. inletchamber extends from end to end of the structure, as shown in Figure 11 the cylinders rising through said chamber, and inlet passages 45 There is an exhaust chamber 44 ap urtenant to each cylinder, as shown in g; ure 317 with exhaust openings 47 from eac of said chambers into an exhaust manifold 48, this exhaust manifold being integral.

with an inlet manifold. 49, which manifolds consequently comprise an integral structure removably secured to the side of the engine, as shown in Figure 2 of the drawing. The

inlet manifold communicates in any ordinarymanner with a carbureter 50, and the exhaust manifold has a ,flange 51 for the attachment of an exhaust pipe.

The fluid used for ignition purposes'is admitted in, amanner common to devices of this'class into the cylinders below the pis tons, when the latter are at theupper limit of their movements, said pistons comprising the valves for controlling the inlet ports chambers, as shown .in Figures 6, 7 ,.10 and 46. From the compression chamber inthe lower ends of the cylinders the ignition'fluid flows to the'transfer passages 52' formed in' transfer ribs 53 extending from the top tothe bottom of the cylinder section 36, jutting into the several water, inlet and exhaust 11 of the drawings These transfer assages 0 en at the top of the structure nto atrans er chamber'in a cylinder head to be hereinafter described.

' The wall of the cylinder section 36 is thickened on theflsideopposite the inlet and exhaust passages and openings, and conduits 54 are formed in said thickened ortions of the walls ztorthe i low of water t rough the fer chambers for each cylinder.

of the chamber 41 s shown in Figure 9 of the drawings, and in order to promote effective circulation of the water a diaphragm 56 is located directly over the opening from the pump and extends horizontally about half way across the chamber appurtenant to each of the cylinders and partially surrounding such cylinders. This prevents the water from flowing fromthe pump directly upward on one side of the cylinders, but. compels such water to traverse the chamber from one side to the other. in its passage from the pumpto water outlets 57 connected to the cylinder head. The pipes 57 may hec'onne'cted to the cylinder'he'ad at a number of points and with a radiator, and the latter may be connected with a water inlet 58 at the bottom of the pump chamber (See Figure 2) in any well known and, ordinarylmanner. The c linder head 59 is re-' movably secured totlie to of the cylinder section 36, shallow trans er chambers 60 being formedin the lower part of the head and into which chambers the transfer passages 52. extend, as shown in Figure 8 of the drawings, there being one of these trans- Admissionports 61 open from the transfer chambers directly into the tops of the cylinders, and the upper partof each cylmder is formed with a peripheral groove or recesscomprising a direction passage 62 to ensure entrance ofthe fluid into the cylinder in a manner to produce maximum results. i w I A check ,valve' 63 is employed to close each of the admission .ports 61 and this valve is.

, of particular construction in that it is of concaveshape on its upper side and is'of a size substantially that of thecylinder. These valves are held to their seats as by springs 64 in valve spring pockets 65 in the upper surface of the cylinder-head, there being a ocket for each cylinder and each pocket being closed by a cap 66. As the gas enters the cylinders the shapes ofsthe valves and ofthe direction passages causes suchgas to flow. radially towards the center of the cylinder, and this prevents tendency of the fresh as to mix with the burned gases lower down 1n thecyl'nder, with a result that efficiency in gas combustion is promoted.

A water chamber 67 extends from end to end of the cylinder head andcommunicates with the water chamberr42 by means of passages 68, as shown in Figure Gofthe drawings. The cylinder head is thus provided with a water cooling chamber sur rounding the valve stems,.and this is an ad vantageous feature of the/cooling system.

A timing device 69 is mounted. on the frame 16 and is operated as by means of a shaft extending downwardly through a post 70 and having a worm Wheel in meshwith a worm on the shaft 31, the timing shaft,

worm wheel and worm not being shown, as

admit the proper amounts under all conditions as to speed, it'being noted that each valve is of a size in diameter substantially that of the diameterofthe cylinder thereby providing a: maximum area for the action of pressure thereupon to open the valves and thereby enabling a spring of maximum stiffness to be employed for the purpose of accelerating the movements of the valve, all of which contribute to the. automatic action of the valve to regulate the flow of fluid in accordance with the rate of speed of the en g1Il6.

By employing a valve'of this size with a direction passage in der at the upper end thereof, with corners properly shaped, the flow of fluid is so directed and controlled as to produce a uniflow engine with a minimum chance for the mix ing of the old and'new gases.

In accordance with the provisions of the patent statutes I have described the principlesof operation of my invention, together with the device which I now consider to represent the best embodiment thereof; but I desire to have it understood that therdevice shown is only illustrative and that the in-' vention may be carried out by other means.

I claim- 1. An engine comprising a. cylinder with appurtenant parts including means for compressing fluid, and a valve in the top of the cylinder adapted to be opened by compression of at least equal to the diameter of the cylinder to regulate the inflow of fluid to a degree dethe wall of the cylinisaid fluid for admitting said fluid to the cylinder, said valve being of a size diameter of the cylinder to regulate the inflow ofsaid fluid to a degree depending upon the speed ofmovement of the-piston, and a spring to accelerate the -movement of said valve, said spring being located in a position accessible outside of the cylinder.

3. "An engine comprising a cylinder with appurtenant parts including apiston arranged to compress an ignition fluid, said cylinder having an enlarged valve chamber forming a groove with curved walls, a valve located opposite said groove and of a size at least as large as the diameter of the cylinder, said valve being adapted to be opened by compression of said fluid "and said valve having its edge conforming in shape to the walls of said groove, and means for closing said valve.

4. An engine comprising a cylinder, a recess in the wall at the upper end of the cylinder forming a direction passage, said recess being larger in diameter than said cylinder, means for compressing an ignition fluid, and a valve movably mounted in the recess and of greater diameter than the bottom of the latter, said valve and ada ted to be opened by the compression of sai fluid and acting in connection with said' direction passage to direct flow of fluid into said cylinder.

5. An engine comprising'a' cylinder with appurtenant parts including a piston arranged to compress an ignition .fluid, said.

cylinder having a recess in the side wall constitutin a direction passage, and a valve, to regu ate admission of fluid tothe cylinder, said valve bein of concaved shape on its upper surface an .ofa size at least e ual to the diameter of the cylinder to direct ow of fluid to. said direction passage.

6. An engine including a cylinder, an i ition fluid admission port in the upper en of the cylinder, an annular recess in the wall of the cylinder forminga direction passage for said fluid leaving the admission port,

said recess being larger in diameter than said cylinder, and a valve for the admission port movably mounted with its peripheral edge portion occupying a art of the recess,

whereby all fluid leaving t e admission port must travel around the valve while passing throu h the direction passage.

7. en ine including a cylinder, an ignition fluid admission port in the upper end of the'cylinder, an annular recess in the wall of the c linder forming a direction passage for sai fluid,'and a valve for the admission port concaved on its upper surface and. movably mounted with its peripheral edge portion occupying a part of the recess.

iRA H. SPENCER.