US1705876A

US1705876A - Dual-cycle dual-flow engine

Info

Publication number: US1705876A
Application number: US601888A
Authority: US
Inventors: Adolphe C Peterson
Original assignee: Individual
Current assignee: Individual
Priority date: 1922-11-18
Filing date: 1922-11-18
Publication date: 1929-03-19
Anticipated expiration: 1946-03-19

Description

March 19, 1929. A Q PETERSON f 1,705,876

\ DUAL CYCLE DUAL FLow ENGINE March 19 A. c. PETERSON 1,705,876

DUAL CYCLE DUAL FLOW ENGIE Filed Nov. 18, 1922 3 Sheets-Sheet March 19, 1929. A. c. PETERSON DUAL CYCLDUAL FLOW ENGINE 5 sheets-sheet 3 n.-wu .a ,Mv/ u .ma www EL L Patented Mar. 19, 1929.

l 1,705,876 PATENT f eretici-:pv

ADOLPIIE o. IETERSON, I.` MINNEAPOLIS, MINNESOTA.

DUALC'YCLE DUAL-FLOW ENGINE.

Application flied November is, i922. 'serial No; 601,888.

My invention relates to internal combustion engines, and particularlyto an engine having .a novel formof cycle or combination of cycles and charging means, wherefore it is called a dual cycle dual ow engine.

The principal objects of my invention are to provide an internal co1nbustion 'engine which will be simple in construction, reliable in operation and vmaintenance, provide an engine having large efficiency, unusual torque characteristics, unusually free charging at high and low speeds, high econ*-r oiny as applied to automotive constructions, a wide range of flexibility in automotive construction, which will provide an engine easy of control in automotive use in traffic or under unusual conditions and which will in `generalyprovide an improvedengine for power purposes especially for automotive.

uses.

.The principal devices and combinations of devices constitutingy my invention are as hereinafter described and defined in the Claims. f, In the accompanying drawings which illustrate my invention, like characters referv to like parts throughout the several views.

Referring to the drawings:

' Y Figure 1, is a view chiefly in vertical cross.

section on the line XP-X1 of Figures 2 and 3, some parts being broken away and Ysome parts being shown in full side elevation to sliow other parts more readily.

Figure 2 is a. view chiey in vertical cross section at right angles to that of Figure 1,

some parts being broken away and some parts being shown in full side elevation, this' view being on the line )l-#X2 of Figure 1. Figure 3 is a `plan view of the `'engine shown in Figures 1 and 2, some parts being broken away. C i Figure t is a detail View in vertical cross section through the valve, showing the passage which is `shown only in dotted Vlines in the other figures. y

Figure 5 is a detail View of the valve controlling the passage ofgas under pressure te the shaft lifting mechanism hereinafter described, this View being in vertical cross; section on line X5-,X5. .l

Referring again to the drawings, a main casting 1 has formed integrally with itcyl inders 2, two in number and has formed with it two end portions or parts 3 and also a base member et. The main casting l with its end portions 3 and' 'base 4 constitutes one part which on its two long sides'is niachined squarelyso that radiator side lmembers as hereinafter described may be firmly andclosely attached to it closing thecham'- bers and conduits as hereinafter described. The upper end of the mainy casting l is squarelymachined and upon this'upper end there is secured a head casting 5 which latter supports various parts and has formed in it two independent combustion chambers', each denoted 6, each one connected to one of the cylinders 2 and being divided from theY lbore of the cylinder by a'wall 7. The latter lias'av port 8 of 'relatively large size forming chamber and its related cylinder 2. 'Each cylinder 2 has a reciprocable piston 9 which cooperates with and is adapted to 4drive 'a crank shaft l0 by means of connecting rods 11. The crank shaft is revolubly mounted by means of ball or other bearings in the end parts.. lherearbearing is of such large size that in the assembling of the parts the cralnk shaft may be inserted from the rear en There is foreach cylinder '2' a sleeve 13 extending upwardly within the cylinder, the

sleeve 13 being formed integrally with the main casting l. VEach sleeve is of such size that a sleeve 12 of the piston 9 recipiocates within the sleeve 13". The piston 9 as shown stituting tlie=s iiial.l.,diameter piston. lEach cylinder 2 has this two diameter piston 9412.., m

The head casting' has for each cylinder 2 two ports, diametrically op'positely located, the two ports of each cylinder permitting communication, as hereinafter described between the space 15 formed in the head casting, for each cylinder 2, and two passages k16. The passages 16, two for each cylinder, are formed in the head casting on diametrically opposite side of the combustion chamber 6, and are not connected either of them -with the cylinder bore or space 15 or chamber 6 except' through the vtwo ports above4 describedV 'which' are controlledby valves 14.-. The valves 14 are located at a slight angle to the vertical as shown, and are' poppet valves normally returned to their seats by springs, as shown. The passages 16 v a permanent connection between thev one a twofdiameter piston, the' sleeve. 12 con! U shape is located so that the port controlled by its valve 14 may receive air from` that bend or deliver from the cylinder 2 thereto as hereinafter described.

In the upper end of each combustion chamber 6 there is located'a port controlled by a: small poppet valve 17, andproviding.

communication, as so controlled with a conduit 18, common to the twoports, the conduit 18 being formed in the head casting.

Each cylinder has ports 19 in its opposite side walls so located that they are uncovered only when the pistonof the cylinder is in its lowermost position, or .passing through the position determined by the lower twenty or yforty degrees of revolutionot vthe crank upon crank `shaft 10. These ports 19 provide for exhaust .of the cylinder at such times as uncovered, into two common eX- haustconduits 20, one on each side of the cylinders 2. i

The space under each piston between the small sleeve 12 and the main cylinder bore may receive air through a portl 21, as controlled by a small check valve y22 from a conf duit 23, which latter' is common to the cyly cylinders 2 watercooling spaces. The mem-v bers 2728 have formed'inthem conduits inders 2. Likewise these so-called air compression spaces may deliver through individual ports 24, by check valves 25 to a common conduit 26. These conduits 23 and 26 are cast in the main casting 1.

On the two long sides of the main casting 1 and head casting, two so-called

radiator side members

27 and 28 respectively, are attached by screws or bolts. These radiator side members are large, so that they sub-v stantially cover the entire sides of the main casting, and each has formed in it at substantially the upper half, a box-like chamber which opens to the space immediately adjoining it around the cylinders 2, whereby thesespaces form with the spaces about .the

3Q, 31, respectively,which are horizontally located in most ot' their length and may receive air blown by a blower 32 driven by the crank shaft 10.

In each member 2?-28 there are cooling tubes 33 placed vertically in the water space, and, forming communicationbetween. the conduits Z50-31 Aand individual chambers 34l located above the water spaces. rllhe chambers 34 are as many as the gassagcs 16, one related to each passage 16 and 'forming communication between the passage 16 and some of the tubes 33, whereby air may be received by the passage 34 and passage 16 from the conduits'or chambers 30-31- Each member 27-28 has in its upper por tion above the chambers 34 individual cham- .chambers v34 except through the passage 16.

The passages or chambers 35 of member 2T deliver into an exhaust conduit v36 and the chambers or passages 35 of Vthe member 28 deliver into an exhaust conduit l37. The eX- haust conduits 36-37 under one method or cycle of operation deliver directly to the atmosphere, blut under the other or two cycle methodof operation have no direct delivery to the atmosphere but at their ends are blocked by the hand valves 38 which closes them.

Located horizontally above the head casting 5 and revolubly mounted as hereinafter described is a cam shaft 39 which has two sets of cams, one for two cycle operation and one ior four cycle operation. The two cycle cams are adapted to give twice as many operations oli' the valves related to each cyl-` inder as the cams relatedto four cycle operation. The cams are adapted to operate rocker arms 40, one 'for each valve 14. The rocker arms 40 are at their ends remote from the valve stein pivotally mounted and they pass under the cam shalt 39 so that when depressed by the cams they depress the valves. Under all operations or methods of operation, the valves 14 of any one cylinder are simultaneously depressed or opened.

The crank shaft 10 at one end has a mitre gear 41 which through mitre gear 42 drives a vertically mounted rotatable shaft 43, the latter through gears 44, 45 driving the cam shaft 39 in a two to one relation to the rotation ofcrank shaft 10. The cam shaft 39 is revolublyv mount-ed in two 'bearings 46-49 which latter are formed, respectively, with small vertically mounted pistons 4T and 50, the latter being slidable vertically in

small cylinders

48 and 51, rcspeotively.v The

cylinders

48, 51 are formed in the headA casting he small cylinders 48-51 may receive air or gas under pressure from a receiver 54 as controlled by a hand valve 52. The yreceiver receives air or gas under pressure from one cylinder 2 by a port controlled by a check valve 55. The valve 52 .may be turned by a hand lever by means of a square. rod 56 passing through the valve 52 to the near end ot the cam shaft 39. .The rod 56 has connection withrani sha'l't 39 by means el a ball bearing and is movable axially as well as rotatable by hand Y lever 53. The rod 56 bears on it a projection 57 which in the normal position et the valve 52 and rod 56 turned intov sockets or slots in the arm or bracketsupporting the housing o1 'the valve 52. 'llherod 56 loosely fitted in the square central hole of the valve 52 so that when the cam shaft isr The' valve 52 as shown in Figure 5 has two passages cast in it, so that in one posi- Y tion it permits air to flow from receiver 54 to cylinders v48-51, thereby elevating cam shaft bearings 46-49, and in the other it cuts off this flow and permits the chambers 48-51 to exhaust to atmosphere, thereby permitting the cam-shaft bearings 46-49 to lower. This elevating of cam shaft is very slight in degree.

In one end 3 of the main casting 1 there is a transverse horizontal small bore, wherein is located a cylindrical valve A58', which may be turned into either lof two positions permitting {iow as hereinafter described. The valve 58 has the necessary passages cut transversely through it or in its sides at different portions in its axial length'to provide this determination of the flow. The valve 58 may permit flow through the passage or conduit 59 to passage 18. The passages cut in valve 58 at different portions of its' length coact with connecting ypassages formed in the adjacent parts of the end of casting 1 so as to permit of the communications according to the method or cycle of operation and in accordance with the position of the valve 58, as hereinafter described. The portion of the valve 58 shown in Figure 4 has a transverse port delivering from the blower casing to the conduit 23.. The portion of the valve 58shown in Figure 1 has several cut out recesseswhich permit communicationaccording to the posit-ion of theY valve. The communication permitted by the valve 58 is such as to provide the functioning hereinafter described. y

A nozzle 60 inconduit 59 provides for delivery of fuel pumped by fuelv pumps 61- 62 actuated by an eccentric rod from crank shaft 10, an'eccentric on'the crank ,shaft causing the reciprocation of pistons within the pumps 61--62 The: fuel pumps may receive fuel from any source of supply but flow may be determined by hand valves 63- 64, thereby providing means for by-passing all or part vof the fuel back to the vsource of supply. Two' electric spark forming orv discharge timing devices 65-66 driven'in timed relation by shaft 43 by mitre gears, shown, provide means for distribution vof electric current to spark plugs 67, one in each cylinder, the relation being such that when the .switch 68 is opened sparksoccur only once in two revolutions of the crank shaft, at each spark plug, as for four cycle operation, and when the switch 68 is closed, sparks occur once in each revolution of the crank,

shaft 10, as for two cycle operation,` the sparks being properly timed to occurv when compression is complete in the relatedcylinder 2.

A hand throttle valve 691in-passage 59.

first`v the two cycle operation,

in this the camshaft 39 is stationed so that the two cycle cams are in position over Vthe rocker arms 40 and so that also the two cycle related cam isY over the valve 17 of each cylinder. For this operation the valves 38 (Fig. 3) block the exhaust conduits 36 37.v For this operation also theelectric distributing means is ymade to deliver one spark each revolution of the crank shaft and the fuel pumps are made to deliver preferably their maximum or near their maximum fuel delivery. The parts in the position to procure this condition, the cycle of operation is as follows: The blower 32 drawscontinuously from the atmosphere through ports or open spaces of its housing near its central space, air which is by the blower given a Vfew pounds pressure and passed in two major streams through ports* 32EL (one only of which is shown) to the passages 30-31 and one minor stream as directed by valve 58 through its port 58L to the passage 23. The minor stream passes from passage 23 through ports21 under suction'` of the upward movement o f pistons 9 into the respective air compression spaces underV the pistons 9, thence linto conduit 26 by. way of ports 24 thence as directed by the passages of valve58 shown in full lines in Figure 1, to conduit 59.

The air current as delivered from conduit 26 to conduit 59 is under pressure-a few pounds lhigher than the air pressure from blower 32. The smaller current passing through the conduit 59 receives the delivery of fuel from the fuel pumps which is carried with this current to the passage 18 and thence periodically, isV admitted, once during each revolution ofthe crank shaft 10, to

each combustion chamber 6. TheV admission to the chambers 6 is so timed that it occurs preferably immediately after the piston 9 has closed the ports 19 or just when they are closing or between that closingk period and the occurring of the spark in the cylinder. The two major currents of air from the ports'32aV pass into the chambers or passages 30-31 and thence pass upwardly A1n very small currents through the tubes 33. Some 'of these small currents pass into each chamber 34 where such small currents uniteV and Vpass :trom the chamber 3e into the passage 16. VVhenthc valves 1st are opened, which is approximately just after the eX- haust ports 19 or' the cylinder are opened, the air current from chamber 34- passes into the space 15 of the cylinder Afrom each of its two passages 16 and thence flows down-- Wardly through the cylinder driving;` the exhaust gases o' combustion before it and therebyflilling the cylinder with fresh air. Thus in this two cycle operation the` air delivered to chambers ell-B1 upwardly through the tubes 33 and is admitted to each cylinder space 15 as controlled by valves le only when the related piston is passing through the lowermost position and when the ports 19 are uncovered. rlhe ports 19 then close and simultaneously or nearly so (but it may be slightly before'as constructed) the valves 141- close, and the valve 17 is opened to admit sonic richly earburettod air. Compression then occurs and when compression is complete or nearly so the spark occurs and expansion occurs, the valves all being closed during,` most of the compression stroke and substantially all of the expansion stroke.

Suppose now that the operator desires to shift to four cycle'operation as when the speed becomes faster or the load lighter, he then turns the valve 52 so as to admit some air from receiver 54CV to the elevating' cylinder l8-51 and the cam shaft is thereby elevated and he then moves the cam shaft axially so as to bring the four cycle cams over the rocker arms 40 andv valves 17 and then turns the valve 52 back so 'as to perinit the cam shalt to descend. Having` so accomplished the shift, the electric distributing means is made to tunction as for tour cycle operation only. The fuel delivering` means Vis made to deliver a lesser quantity ot fuel, and the valves 38 (Figure are moved to open the exhaust conduits 3(587 to the atmosphere. In this condition, the cycle operation is as follows: 'ilhe blower 32 draws air fromV atmosphere and delivers the air under only slight pressure directly by ports 32:L into the chambers 30-31 as to the maior portion, and as to the smaller portion 'the air may be passed directly to the conduit 59 or may be compressed by the air conngrcssion spaces beneath the pistons 9 as desired. The valve 58 may remain stationed as shown in llie'ure 1 in 'tour cyclo operation also. conduit 59 receives the iuel and passes to conduit 18, thence as controlled by valves 17 to combustion chambers 6, delivery to the latter chambers occurring` only once each two revolutions of the crank shaft, that is once for eachchainber 6, properly timed with relation to its cylinder cycle. The major. portion of the air from blower 32 passing; to chambers 30-31, passes upwardly through 'lhe air passing through Ythe tubes) to chambers 34: and in four indi# vidual streams passes -trom these four chambers 34; to the passages 16and thence When the valves' 14 of any passages 16 are open lto the cylinders and when the valves 14 related to the pas,- sages 16 are closed passes through the passages 16 to the exhaust conduits 36-37 and thence to the atmosphere.` Thus air is oontinnously passing to each of the four passages 16, in this tour cycle operation, and these four streams of air are continuously passing; by the 'valve 14 related to the pas,e sage 16. The air passes through the vpassage 16 to the atmosphere when the valve 1&1 is closed and When the valve 14; is open may in Whole or inpart only pass' into the .related cylinderspace 15 from the passage 16. Under this ytour cycle operation the valves 14 of each cylinder are held open dur-y inc substantially the entire exhaust and suction strokes of 'the related piston, and durincT the exhaust stroke the exhaust gases pass trom the cylinder through the two-ports controlled by the valves 14l to the tvvo pas4 sages 16 and are carried by the two air streams therein to the atmosphere. During the suction stroke Which immediately follows, the piston sucks the air from the passage 16 on either side of the cylinder, therebyreversing the tloW through the two ports controlled by valves 111. As the air passing from tubes 33 to passages 16 is alwaysdelivered under the pressure of the blower, and the flow yunder this cycle, to atmosphere from conduits 36-37 is very free, exhaust from the cylinders is always carried With the air flow to the atmosphere, and there is' immediately available in passages 16 fresh air to `enter the cylinders on reversal otr the dow under the suction o1" the piston 9. Each cylinder separately functions, its valveslfl endl? being; controlled so to open the cylinder to the related passages 16 during exhaust and suction strokes, and to per* mit delivery from conduit 59 during a short period of the suction stroke, and to close the valves 14 and 17 o the cylinder during substantially all ot the compression stroke and expansion stroke. The engine thereby operates as a tour cycle engine under this cycle ot operation. lt is preferable that under either two or four cycle operation the 'alve 58 be stationrul as shown in the drawnes so that the minor stream ot air .to conluit 5S) taken as compressed by theilower side oi the pistons into conduit 26. VThe passages EEO-B1 under either' operation receive air from. the blower through ports 32a.

llfhile l have shown particular devices and corabinations ol' devices in the illustration of my invention, l contemplate that other detailed devices and combinations o' devices may be used Without departing from the spirit of my invention.

(twoy for each cyl'inderl What I claim is: y y

l. In an internal combustion engine, an engine cylinder, a cooperating piston drijving crank shaft, a valve controlled portpermit-ting communication between the cylinder and an adjacent passage", means passinga current of air through the adjacent passage, and means controlling the valve to effect the maintenance of passage through Vthe port during an exhaust stroke and a succeeding induction stroke, and maintaining the valvev closed during' succeeding compression and expansion strokes.

2. In an internal combustion engine, engine cylinders, cooperating pistons driving a crank shaft, valve controlled ports, one related to each cylinder permitting communication between the cylinder' and passages each individually related to one valve and its cylinder, means passing independent or individual currents of air through each passage, and means controlling the valves to effect the maintenance ofpassage through each port during an-exhaust stroke and a succeeding induction stroke ofthe lrelated cylinder and vmaintaining the valve' closed during succeeding compress-ion and expansion strokes of the related cylinder.

3. In an internal combustion engine, an engine cylinder, a 4valve governing communication between the cylinder and an adjacent passage, means whereby `the adjacent passage may be supplied with air under low pressure, a port in the side wall of the cylinder opened by the piston at the lowermost period of its stroke, and means whereby the valve may be caus'edto function in a man'- ner causing functioning of the engine upon a two cycle system or may be caused to function in a manner causing functioning of the engine upon a four ycycle system, and means whereby under four cycle operation the air stream may have free passage through vthe adjacent passage to atmosphere 'carrying' any exhausted combustion Vproductswith it and may under two cycle operation' be blocked to cause entry of the charge-to the cylinder for scavenging of the'cylinder, and means whereby the cylinder may be periodically charged with fuel.

4. In an internal combustion engine, an

engine cylinder and a cooperating piston,

a passage adjacent to the engine cylinder, a port between the cylinder and adjacent passage, valve means controlling the passage through the port between the cylinder and adjacent passage, means whereby the engine maybe caused to operate so that induction occurs through the valve means during an induction stroke of thepiston, compression occurs during a succeeding stroke of the piston, expansion occurs during a succeeding stroke of the piston, exhaust occurs during a succeeding exhaust stroke of the piston, or whereby the engine maybe caused to operate so'that each stroke one way is a compression stroke and each stroke the other way is an expansionv stroke and' so that Yat, a period in each cycle of compression and expansion an 'exhausting Voccurs through ports uncovered by the piston and charging Voccurs through the port between the adjacent passageand cylinder from the adj acentopassage, and means actuated to cause the passage ofa current of air to the passage, and v means whereby under one system of operation air v entering the passage may pass into'the port to the cylinder as controlled by the valve means or through the passageV to the atmosphere and whereby under the other system of operation the vair entering the passage will -have egress only through jthe port to ,the

cylinder as controlled by the valve means- 5. In an internal combustion engine, an engine cylinder and a cooperating piston, a passage adjacent to the enginecylinder, a port between the cylinder and adjacent passage, valve means' controlling the passage through the port between the cylinder and adjacent passage, means ywhereby the engine exhausting occurs through ports uncovered by the piston, and charging occurs throughy the port betweenrthe adjacentpassa-ge and cylinder from the adjacent passage, and

vmeans actuatedv to causel the passage lof a current 'ofy air tothe passage, and means whereby under one system of operation air entering the passage may passinto the port to the cylinder as controlled by the valve means or through the passage to the atmosphere and whereby under the other system of operation the air entering the passage will have egress only through the port to the cylinder as controlled by the valve means,

and means whereby fuel is introduced to the cylinder periodically at intervals according to the cycle of operation to produce combustion with each charge compressed in the cylinder.

6. In an internal combustion engine, engine cylinders and cooperating pistons, a passage related to each engine cylinder, a port between each cylinder and its related passage, valve means controlling the passage through the ports between the cylinders and adjacent passages, means whereby the engine may be caused to operate so that induction occurs through the port between f each stroke theotner each cylinder and its related passage during` an induction stroke of the related piston, compression occurs during a` 'succeeding stroke of the piston, expansion occurs during a succeeding stroke of the piston, exhaust occurs during a succeeding stroke ofthe piston, or whereby the engine may be caused to operate so that each stroke o't each piston one way is a compression stroke and l way is an expansion stroke, and so that at a period in each cycle of compression and expansion of each cylirr der an exhausting and charging occurs, and means actuated to cause individual currents or air to pass through each passage, and means whereby fuel is introduced to each cylinder' periodically at intervals according to the cycle oit operation to 'produce combustion with each charge compressed in the cylinder.

7. In an internal combustion engine, en-

gine cylinders and cooperating pistons, a passage related to each cylinder, a port between each cylinder and related passage, valve means Controlling the passage through the ports between the cylinders and related passages, means whereby the engine may be caused to operate so that induction occurs through the port between each cylinder and its related passage during an induction stroke of the related piston, compression occurs during a succeeding compression stroke of the piston, expansion occurs during a succeeding stroke or' the piston, exhaust occurs during a succeeding stroke of the piston, or whereby the engine may be caused .to operate so that each stroke of each piston one way is a compression stroke and each stroke the other way is an expansion stroke, and so that at a period in each cycle of compression and expansion an exhausting occurs through ports uncovered by the related piston and charging occurs through 'the port between the adjacent passage and cylinderironi the adjacent passage, and means actuated to cause the passage of air to each passage, and means whereby under one system of operation air entering the passages may pass into the ports to the cylinders as cotrolled by the valve means or through the passages to the atmosphere and whereby under the other system of operation the air entering the passages will have egress only through the ports to the cylinders as controlled by the valve means, and means whereby fuel is introduced to each cylinder periodically at intervals according to the cycle of operation to produce combustion with each chargev compressed in the cylinders. Y

8. In an internal combustion engine, a plurality of combustion chambers, a plurality of adjacent passages, a port between each combustion chamber and a related adjacent passage, means actuated to cause the passing of a current of air through each adjacent passage, and means controlling each port to permit communication between the related combustion chamber and adjacent passage during an exhaust period and a cl1arging period and closing the port during a succeeding period, and means for introducing fuel periodically to each combustion chamber. A

9. In an internal combustion engine, a combustion chamber, an adjacent chamber, means actuated to cause the passing of a current of air through the adjacent chamber, a piston having reciprocation relative to the combustion chamber, and means controlling the port to permit communication between the combustion chamber and the adjacent chamber duringv an exhaust stroke and a charging stroke of the piston and closing the port during a period comprising a compression stroke and a working stroke of the piston, and means whereby *fuel may be introduced into the combustion chamber periodically to produce combustion with each charge of air compressed in the combustion chamber.

In witness whereof, I have hereunto set ni y hand this 25th of October, 1921,.

ADOLPIIE C. PETERSON.