US1696336A - Internal-combustion engine - Google Patents

Description

Dec. 25,. 1928,

1,696,336 R. STRINDBERG INTERNAL COMBUSTION ENGINE Filed April 19,11920 s 'sneefsvsheet 1 Des. 25, 1928. 1,696,336

` R. STRINDBERG INTERNAL C OMBUSTION `ENGINE Filed April 19 J 1920 5 Sheets-Shaml 2 Dec. 25r 1928. 1,696,336

R. s'rRxNDBERG INTERNAL COMBUSTION ENGINE A Filed April 1 9J l1920 3 sheets-snee@ 5 `used to designate v p throughout the several views, and then more orfnnw Yemen. Y., Assrenon or'oiviifriiiian gro Jenn L'.

RICKARD s'rninnisnne,

PATENT ortica..

LOTSCELJ'OF BROOKLYN, NEW YORK.

INTERNAL-COMBUS'IIN ENGINE.

iippiicauon Yfumi irpiii 19, i920. seriai No. 374,991.

My invention has for its object Vthe production of a newv and improved type of internal combustion engine.

The invention relates to internal combustionengines in which the 'air for supporting combustion is given a preliminary compression before being admitted to the cylinders, and has for its objects Vto' provide yan engine having a klonger and more effective power stroke than those atl present in use; whereinthe pressure of the exhaust gases against the upward movement lof the piston is reduced; wherein the `danger of bach tiring is eliin inated; which will be iioiseless lin operation; f

wherein the` iiiuiier may be eliminated; in which ,artificialv cooling may )be dispensed with; iii which the gas mixture will. be sub# staiitially :treeoix products of ioiiibus'tion;v

which will ybe cheap vto nianiiiacture and economical of operation. i

A further object ofthe invention is the production of yazdevice, of the character herein described, whichis extremely .simpler in construction, thoroughly reliable and yeiiicient in its purpose, and which will not getv easily out-of order.` n y .c l/Vith these and other object-s in view to be more fully sety forth hereinafter, the invention Vconsists in the novel construction, coin bination of elements, and arrangement of partswhich will,V be exeinpliiiedin theco'n struction hereinafter described inthe specification and illustrated in the accoinliianying drawings considered together or separa tely.

Theinveiitive idea involvedis capable ot receiving a variety ot .mechanical expressions, oneof which for the purpose ot illustrating the. invention, shown in the ace invention will be first describedV in connection with the accompanying drawings, wherein similar lreference characters are corresponding parts coin anying drawings.

specifically deiined and pended claims.

`vIn the drawingsf--f Y c Y, Fig. 1 is a horizontal sectional View oi an internal combustion unit embodying my iiiindicated in the. ap-

Venton: the' QCOIibeiIigtaken on theA line. r1&1 oiiFig.3;x

Fig. 2 is a similar 2-2 of Fig. 3; i

Fig. 3 is a longitudinal section taken on the line 3f-3 of Fig. 1; f

view taken onV the line piston. ,c Apassage 18 connects the cylinderB with:

. Fig. 4 is a transversefsection taken on the line 1 -4 of Fig. 3; f

Fig. 5 is a detail sectional view taken on the line y5-5 ot' Fig. 3;

` Fig. 6 is a. diagrammaticsectional View illustrating the operation of the device; and

l `ig..7 is adiagram showing all cycles during two revolutions of the engine` shaft.

ln carrying out my invention a unit coni prising two cylinders A and B is employed. The cylinders are preferably cast ren bloc, but it to be understood that they may be cas: single if desired.

In the cylinder A iscarricd a piston 1 preferably of the lordinary 'barrel type, and said piston connected byineans vof a connecting rod 2 with a crank 3 oir a shaft` el. The cylinder A is provided with an inlet valve Fand an exhaust'valve 8 as is coinnion. 'lheso val vos` iiiay be operated roin the crank shaftllV in the wellflrnown manner. In the .sidewall vof the cylinder A'is a port 9 which is in communication withthe cylinder B.

The ycylinder B carries a 'piston 10a connectedy to acrank 11 on the shaft et by means of a connecting rod '12.. Thepiston 10 provided with a port 18 adapted to cooper- :tore/theformer on the fdowiiV stroke of the c pistonV 10, and thefport 171 )vill be closed before the opening 1GV on the. upstroke of the the port 9ct the cylinder Land abranch` `19 vconnects the `said passage and port with the' upper end of the cylinder B. The head of thepistonlOis `provided with a de# Hector 20. i The 'cylinders'are supported on a ytight -cranl casing 21, as in the ordinary two. cycle engine, and the casing is provided withaii air inlet valvel22 of any desired. type, and one of the cylinders Ais provided with an ignition device (not shown) of any preferred construction. 5j f The crank 3 has a QOPangularwadi/'ance over the crank 11, and while ,a single unit ico ot two cylinders is illustrated, it is to be understood that any number of units may be employed with the cranks-of the various units`r so. arranged relatively to each other that vibrations will be largely if not entirely eliminated.

While water jackets or other cooling des vices, and a muffler, are not necessary to the operation of the device Vof the application, those devices may be employed it desired without departing from the spirit or scope of the invention.

In Fig. 6 the cranks 3 and 11 are illustrated as at right angles to the positions they actually occupy, as are the port 13 and duct 15.

The operation is as Afollows, attention being speciallyv directed to Figs. 6 and 7.

Assuming the piston 1 is at the upper dead point a. with the inlet valve 7 and yXhaust valve 8 closed and a charge is exploded in the cylinder A:-

Piston 10 will be at af, and the upper part of cylinder B will be open through branch 19, port 9 and the lower part of cylinder 1 to the casing 21, so there will be no com,- pression in the upper part of cylinder B. Exhaust 17 and shunt 15 will be closed.

Because of the impulse of the exploding charge, piston 1 will move down to point Z) while piston 10 is moving up to point b. In this position', port 9^ will be closed, port 18 closed andeXhau'st 17 closed.

I The continuing eiiect of the exploding charge will cause piston 1` to move down to point c while piston 41() is moving to itsupper dead point c. In this position, port 9 will be closed but port 18partly open to the casing 21 and exhaust 17, whereby pressure above the piston 10 and branch 19 will be released. 4

Continuing eect of the exploding charge will cause piston 1 to move down to position d. while piston 10 moves down to position d. As piston 1 passes point e', port 9 starts to lopen and pressure of gas in cylinder A is transferred via port 9 and branch 19 above the headk of piston 10, impelling said piston downward.

Continuingits downward movement, piston 1 travels the relatively small distance from d to e (its lower dead point) while piston 10 is traveling the relatively great distance down from d to e, thus provid'- ing a relatively large expansion space above the piston 10 and drawing part of the products of combustion out of cylinder A through port -9 and branch 19. Atthis point, vport 18 and exhaust 17 are closed.V

Beginning its upward stroke, piston 1 goes up to f while piston 1() moves down to f. In this position, port 9 is open, port 18 is open and branch 19 is open through the upper part of cylinder B to the exhaust 17 with the result that practically all the re-V maining products ot combustion are eX- hausted through 17.

Continuing its upward stroke, piston 1 goesup to g while piston 10 is going to its lower dead point g. In this position, portl 9 is closed, interrupting` communication between the cylinders, port 18 open, branch 19 is open, exhaust 17 is open to the upper part of cylinder B, and by means ot port 18 and ports 14 and 15 and channel 16, the casing 21 is in communication with exhaust 17 and atmospheric pressure prevails throughout cylinder B.

Continuing` its upward stroke, piston 1 goes to position 7L while piston 19 goes up to position 7L. In this position, port 9 is closed, port 18'is partly open, passage 19 A is open, exhaust 17 is partly open, so that no pressure is created in cylinder B by upward movement of piston 10.

Continuing its upward movement, piston 1 goes'to'its upper dead point a, whilepiston 10 isgoing upwardto point al. In this position pressure on the upper part of cylin der A is relieved through valve 8, and pressure in the upper part of cylinder B is relieveds through branch 19,r port 9', the lower part of cylinder A, and the casing 21,

Beginning .the suction stroke, piston 1 moves down to while piston 10 is moving up to position b. In this position, port 9 is closed, port 18 is closed, exhaust 17 is closed, port 16 is closed with the result that air is compressed in the upper part of cylinder B and branch 19.

' Continuin0l the suction stroke, piston 1 moves down to position c while piston 10 moves up to its upper dead point d. In this position, port- 9 is closed, port 18 is partly open and exhaust 17 is open, relieving the pressure in thel space` above piston 1() and re-` storing atmospheric pressurethroughout cylinder B.

AContinuing its suction stroke, piston 1 goes down to lits lower dead point e' while piston 10-is traveling downward from C to c. Through a small part of this stroke (from e' tov e), the port 9 is open, port 18 closed and passage 19 open so that some suctionwillbe created in the upper partof cylinder B,fand while some loss of from cylinder A will occur,'this', dueto therela-v tively much larger volume of the upper part ocylinder A at this part of the stroke, will be slight.

Starting its compression stroke, piston 1 will go to position f/ while piston 10 is going to its lower dead point g.

is open, port-s 14 and 16 connecting the upper part of cylinder B with thecasing 21]' by passage 15 are open so latmospheric pressure is restored throughout. the casing and cylinder B.

Continuing its compression stroke, piston i In this position, port 9. is closed, port 18 is open, exhaust 17 A l goes up to positionga while piston l()k goes up to posit-ion a, thus completing a two .reve

so reduced that no inutlier-is necessary. Itv

will also be apparent from the cycle of operationdescribed in detail above that at no time is there any considerable back pressure retarding the movement of pistoni() and vthus cutting down the power of the motor.

As shown in Fig. the expansion in cylinder A. occurs during 14:00 of a cycle, and the working stroke of cylinder B begins at the end of the `working stroke of cylinder A.Y

and extends over 90O of the cycle;` The conibined working stroke is therefore 280.

As the productsof combustion leave the cylinder A they expand into cylinder B., and thence into the Vatmosphere through the port 17. resistance when the piston .l begins its upward movement. rIhis is directly the reverse of conditions in the ordinary four cycle engine. The 'expansion of the gases of combustion from cylinder Ato cylinder B `just above described will obviate the necessity for a inuliier and its resistance i() to 20% is eliminated.

As most. of the hot gases of combustion are exhausted through port l? which is open to the atmosphere, those gases exhausting through the valve 8 will be of comparatively low. temperature and the dal'iger from back of from lirii'ig caused by hot exhaust pipes is mini-` mized.

The continual reduction in pressure of the gases from the time of the explosion in'cylinder A until the exhaust port 17 will lower the pressure to such an extent that the gases will exhaust without noise v`and at sucha low temperaturethat a muilier will not be necessary.

The clearance between the head ofk theV cylinder B and the head of the piston VlO,

when at its upper dead point, is preferably made relatively small, so that during those parts of the suction and compression strokes of the piston l that the port 9 is` open, the` entry of fuel gas from cylinderA will be Vmini-k mized.

In accordance with the provisions of the patent statutes, I have described the principle of my invention together -with the apparatus which I now consider-to repre-v There will, therefore, be practically no sent the .best embodiment thereof, butI desire7 itv understood that my invention is not connedto the particular forni of apparatusk Aherein shown and describeththe same Abeing Vmerely illustrative, and that the' invention'can be carriedlgout in other ways l without departing from the spirit of my in-l vent-ion, and, therefore, I claim broadly the right to employ all. equivalent instrumentalitfies, coming Vwithin the scope of the appended claims, and: by means ofwhich objects of'my invention"v are attained, and the new results accomplished'7 as herein set forth, 'as it is obvious that the particular embodiment herein shown and describedis only,v one of many that canbe employed to` 'attain these objects and accomplish theseA results. Having now described the invention what is claimedv and desired to be secured by Letters Patent is: n i

l. In an internal combustion engine, a

lirst lcylinder and a second cylinder, a port Y connecting mid sections of said cylinders, a continuously open branch extending from said port to the upper ,end of the first of said cylinders, and pistons in said cylinders, the piston in said second cylinder forming a slide valve for said port and having a lead over thel piston in said first cylinder suiicient to uncover said port as the piston in said first cylinder approaches the top of its stroke, whereby pressure is relieved above the piston in said lirst cylinder.

2. In an internal combustion engine, an

explosion cylinder and an expansion cylinder, each opening at its lower extremity into a common casinga port connecting the mid sections ofsaid cylinders, a branch extendying from said port to the upper end of the expansion cylinder, an exhaust poi'tin said expansion cylinder substantiallyy alined with said cylinder connecting port, a Huid shunt opening into. saidexpansion cylinder at a point substantiallyabove and at a point substai'itialiy below said exhaust port, pistons insaid cylinders each adapted to forniva ioo closure for said cylinder connecting port, 'Y

' saidpistons beii'ig'of suoli a length as to uncover said 4cylinder connecting port at both extremities of their stroke, and intake and exhaust ports in the upperend of the explosion cylinder. i 1 i 3. In aiiinternal combustion engine, an

vexplosion cylinder andan expansion cylinder, leach opening at its lower extremity into a common casing, a port connecting the mid sections of said cylinders, a branch extending from said port to the upper end of the expansionV cylinder, an exhaust port :in said Vexpansion cylinder substantially alined with said cylinder connecting port, va Huid shunt opening into said expansion cylinder at a point substantially above and at a point substantially below said exhaust port, pistonsI in said cylinders each adapted to form a closure forv said cylinder connectng port and the piston of said eXpansion cylinder' being also adapted to forni a closure for said exhaust port and for both ends of said shun@ and having a'port adapted to be alined with the mouths of said shunt, said pistons being of such a length as to uncover' said Cylinder conneeting port at both extremities of their stroke, and intake and exhaust Valves at the upper end of said' explosion Cylinder.

4. In ank internal f combustion engine, a first cylinder and a vsecond cylinder, a port Connecting said cylinders at their mid por'- tion, a continuously open branch extending` from said port t0 the upper end f said first cylinder, a piston 'in said secondy Cylinder adapted to forin a' sliding Closure for said port and to uncover the saine both at the upper and lower ends of its stroke, whereby Y an intake passage and a pressure relief passage is alternately provided from the upper end of saidfirst cylinder threugh said port tn said seeend Cylinder.`

This` speeiieatin signed this 3rd day of April., 1920'. Y

RCKAR'D STRIND'BERG.

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