US1734286A - Combustion-engine method and apparatus - Google Patents

Description

Nov. 5, 1929. F. D. BUTLER 1734,286

COMBUSTION ENGINE METHOD AND APPARATUS Filed sept. 17, 1924 4 Sheets-sheet 1 j@ El. E.

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Nov. .5, 1929. F, D, BUTLER 1,734,286. Y coMBUsTIQN ENGINE METHOD AND APPARATUS i Filed sept. 1 7, 1924 @sheets-sheet 2 A TTORNE y Nov.5, 1929. F. D. BUTLER 1.734,286

COMBUSTION ENGINE METHOD AND APPARATUS Filed Sept. 1'?, 1924 4 Sheets-Sheet 3 INVENTOR K 1) y@ @MM I I A Troie/v5 y -.i ET- l Nov. 5, 1929. F. D. BUTLER 1,734,286

CMBUSTIQN ENGINE METHOD AND APPARATUS Filed sept. 17, 1924 -4 sheets-sheet 4 Patented Nov. 5, 1929 unirse stares FRANK DAVID BUTLER, OF 'NOR-FOLK, VIRGINIA COMBUSTIONENGINE METHOD AND APPARATUS Application filed September 17, 1924. Serial No. 738,192.

(GRANTED UNDER rim Aer er MARCH e, 1883, As AMENDED APRIL 3o, 192s; 370 o. G. 757) Heretofore in combustion or heat engines, much ofthe power producible heat has been lost by radiation, 'for instance to the cylinder and piston Walls. From the cylinder Walls said radiated heat is imparted in substantial part for instance to the surrounding cooling medium or Water, and the atmosphere. From the piston as Well as large portions of the cylinder -Walls, said radiated heat is imparted in substantial part to the, for instance in automotive or like motors, lubricating oil usually contained in the crank case, causing carbonization and disintegration and other losses of the lubricating characteristics of such oil which endanO'ers, the Working parts and requires frequent oil changes. Furthermore the pistons have been insutliciently lubricated, have had great areas of metal to metal contact Ywith the cylinder Walls and have been subjected to vgreat, friction and Wear. Furthermore, unconsumed fuel oil or gasoline has heretofore passed from the combustion chamber of the cylinder past the piston and its rino's and into the crank case lubricating oil Where it is Worse Ythan Wasted because it substantially lowers the lubricating characteristics of said last named oil and requires still more frequent change of such oil. l

The primary object of this invention is to provide an improved method of and apparatus for overcoming each of said substantial diculties and thereby attaining greater efficiency, durability and economy. Y

hf y 'nvention primarily relates to combustion engine method and apparatus, and more particularly to a method of and apparatus for preheating the inta-lie charge by the heat interchange thereto of the surplus heat of the juxtaposed cylinder and piston Walls; as Well as by the heat interchange to the intakecharoe of the heat of tie crank-case lubricant; as Well as by the further preheating of the intake charge by the floating of each piston upon a surrounding relatively thin iilm of the intake charge,wliich film is subjected to pressure throughout substantially the Whole period When each piston is subjected to the compression and power stresses, and said surrounding film being formed of a multiplicity of very thin and narrow alternate connected films of diderent degrees of thinness and velocities of travel along the juxtaposed piston and cylinder surfaces, the friction of saidv Y higher velocity films accelerating the normal velocity of their adjoining lesser velocity films of the intake charge. This also accomplishes the substantial lubrication of the j uxtaposed pistonv and cylinder surfaces by applying thereto some of the lfuel constituent of the intake charge, and further causes each piston to be supported by'said surrounding iilm of intake charge andthereforeto require relatively small bearing surfaces between said pistons and cylinder walls. o

AA further object of my invention is to provide a method of and apparatus. for varying the valvel timing While the engine is running.

To demonstrate the practical utility of my said method, a related, improved and novel apparatus embodying my invention, and which may be used advantageously and economically in practicing my sa-id'i'mproved method as a unitary related invention, is provided to also serve as an example, to those skilled in the art, jof the facility With Which, aft-er becoming familiar With my method, of the many forms and kinds of existing engine apparatus, with or Without substantial modification, may be employed in like or kindred production..

Vfhile my novel apparatus performs the functions, apart from and except the heat essential factor, required to practice myimproved method, yet many different confstructed engines may, with orv Without substantial change, and With the essential' heat factors common to' all such engines, be readily employed in the economical and efficient prac-V tice of my novel method.

YWhile my invention relates generally to combustion engine method and apparatus, it further and more particularly relates in its method as Well asY apparatus aspects to the valves and valve combinationincorporated in internal combustion engines and has for an object the correct association of suction, compression, combustion, and exhaust periods necessary to produce the proper operation of said engine. Further objects of my invention, in its apparatus aspect, are as follows: 1 0

Vthe cooling of the piston and pre-heating of the fuel mixture by injecting the fuel mixture through the piston into the combustion chamber; the correct variable timing of the exhaust valve opening and closure for the variable speeds of operationofthe engine; the producing of one power stroke pier revolution of the engine crank; the proper com pression, combustion, and expansion 'of the fuel mixture includingthe correct relation I of obtaining the variable timing of the openbetween the gas volumes at the end of the compression and power strokes; the correct a-ngularity of the crank journal during the compression of the fuel mixture that will allow theuse of extreme high compression ratios; andthe' proper combination, arrangement andconstruction of the moving eiements to produce the economical manufacture and use of said engines.

For the accomplishment of the foregoing and .such other objects as may hereinafter appear, my invention Consists in the construction, combination and arrangement of parts hereinafter describedfand. then sought to be defined in the appended claims. Reference is being made to the accompanying drawings forming a part hereof, and which shows ,merely for` the purpose of illustrative disclosure, a preferred embodiment of my invention both in geneal service and aero service engines, it being 'understood thatr various changes may be made in practice within thefisco'pe ofthe claims, without digressing from my inventive idea.

I. .attaink these objects by tlie'rmechanismV illustrated in the accompanying drawings, in which Fi'gur'e 1 is :a vertical transverse sectionthrough a general 'service V shaped engine having valves in combinationya'nd Operating periods according to my invention, and as would appear taken on the dotted line 1-1 of Figure 2.

Figure 2 is a broken plan and horizontal transverse section of Figure 1 with certain parts removed to illustrate more clearly the assembly of the valves, and as would appear f' taken en the-dotted line 2--2 o fFigure 1.

' ofwfuelfinjection,*and consumed gas ejection from the combustion chamber.

Figure 6 is similar to Figures 4 and 5 except illustrating the completion of the combined Aperiod of fuel injection and consumed gas Figure 7- issimilar to Figures 4, 5, and 6Y except illustrating the 'piston on the firing dead center at the completion of the fuel compression "wit'hin' thec'o'mbustion chamber.

Fizfgguresw,v 9, and 1Q illustrate a method ing and closure ofthe exhaust valve onthe variable speed general service engine.

'Figure lliis a diagrammatic chart illustrating the relative positions of the crank journal of .the general service engine during the various periods 'of 'operation of the combined inletand power strokes, and the cembined compression and exhaust strokes, the chart also illustrating other features and comparisons as are fullydescribed hereinafter.

Figure 12 is a brokentransverse*section through an'aero 'service engine having valves in combination and operating periods in accordance with my invention and designed toV perate'at a more constant'spee'd than the `gen eral service engine illustrated in Figures 1 to 11 inclusive. 1

`Figure 13' is a fragmentary view of Figure 12`as 'taken on the dotted line 4-4'of Figure 12 and illustrates the method by Ivvfhichfthe exhaust cams may be mounted on the crank shaft on such 'an engine.

.Figure 14 i's'adiagrammatic chart'similar to Figure 11 except illustrating the relative positions of the'aefro 'service engine'cra'nk ournal duringv the lvarious operating periods of the combined inlet and power stroke, and the combined compression and exhaust stroke'of my aero service engine.

'With reference to the drawings 'and the figures and numerals thereon, similar numerals represent and indicate similar parts in the several views as follows.

Piston 1 has two diametersand external operating fits, the 4upper diameter being the smaller and being adapted to operate with'a reciprocating motion within the cylinder bore 2, the lower and larger diameter piston being similarly adapted 4to operate ywithin/'the cylindrical cliainber'. A cylinder liner 4 fits snugly within the cylinder body 5 and isv shouldered att.V vThe lowerend o fthe liner secures the distance ring 7` the and enlarged portion of the. cylinder Ibore 3,

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tlie vring having 'aground-joint with the cylinderbfore Sla'iid suitably VsealedV thelo'werend of'ring 4 in order to fp'reventleakage'of fuel 4mixture intothe fuelfinlet chamber 8. The yring shaped fuel inlet'or suction valve9 is -m'a'iiu facturedi from a;l good Vgrade of resilient piston ring stock, first being roughed mareas out, then split and forced open and bored to lit the smaller diameter and circumference of the piston 1. Vhen ring 9 is finished' and mounted in place on the piston it will have a tendency to spring inward and adhere to the piston. The ringis adapted'to floatbetween its seat 10` in the liner 4 and the distance ring 7 which limits theV extent of opening of the inlet valve thus formed', and said ring 9 receives a reciprocating motion thus limited by said ring 7, from the'friction of itsI inner surface with the piston. maintained between the fuel inlet chamber 8 and the fuel inlet manifold 11, and also between the exhaust chamber 12 and the exhaust manifold 13 as illustrated in Figures 1 and 2. rlhe pin 14 is secu-red by a drive tit in the liner 4, the lower endofthe pin extend-ing' between the ends of the inl-et valve 9 thereby preventing the inlet valve from turning or rotating on the pistonA 1. Thev groove 15 in the bottom of thev flange on the lower end of liner 4 is in the center of the valve seat 10 and extends around the same to with-in a short distance from. the ends of the inlet valve 9, the port holes 16 forming constant communication between; groove 15 and the inlet 'chamber 8.

The poppet fuel by-pass or injection valve 17 l is mounted within thehead of the smaller diameter of the piston 1 and isheld against its' seat 18 by the. bevel, resilient, snap ring 19. Ring 19 is-manufactured from a good gradev of resilient piston ringstock, the outer diameters being turned and finished considerably larger than the inner diameter of the seat-1 8. A

short section ofthe circumferenceA of the ringv is then removed?. The ring is mounted on poppet valve 17 and snapped into place within the head ofthe piston 1 The lower bevel of ring 19 is for the purpose of assisting in the insertion of valve 17 within the head of thepiston and the upper bevel of ring 19 is for the purpose of forcing valve 17 into'vcontact with its'seat 18. The shoulder at the lower end of the upper bevel of ring 19 is for the purpose of retaining valve 17 in place in piston 1. and for preventing its accidental dislodgement therefrom. By screwing an eyebolt intothe threaded hole 20 in the upper portion of the valve 17, the valve and thesnap ring19 may be removed from the headv of the pis-ton 1.,l a screw driver or other similar instrument beingused to close in the snap ring when the shoulder at the lower end of its Y upper bevel strikes the shoulder at the bottom of its tapering ring seat within thehead of said piston. rThe primary fuel compression chamber 21 withinthe piston 1 is inconstant communication with the annular chamber or'compartment 22 via port holes 23 and 24, through'the wall of the smalldiameter of' tli'epistoirl', and the communicating longitudin'al grooves 25 in the outer periphery thereof. Chamber 21- is also'in'constant communicationl with thevalve seat 18 via the' slots 26 Constant communication is through the wall of the hollow large stem or -with the distance ring 7, open-ing thereby a communication between the annular chamber 22 and the inlet manifold 11 via the groove 15 in the peripherical valve seat 10, the port holes 16 and' the inlet chamber 8. The displacement'of the larger diameter and operating area of the piston causes a fuel inlet suction that fills chamber 22 with fuel mixture at ap-- proximatel'y atmospheric pressure. The inlet communication is illustrated in Figure 4.

As the piston 1 starts upon its up-stroke it commences to compress inV chamber 22 the charge intaken on its down stroke from charge inlet 11 and inlet manifold 8 through ports 16 in the peripherical' groove '125, respectively through and in the valve seat 10 and through the then open valve ring'9. Said7 compressed intake passes from chamber 22 to chamber 21 in direct contact with the inner i surface of the lining 4 of thev combustion power port1on of the cylinder, thereby accomplishing a substantial heat transfer', from the highly heater inner surface,y of said portion ofsaid cylinder, to the said i'ntaking fuel charge where the' same volatilizesthe lessi volatile constituents of said inta-king fuel instead of wasting sa-id transferred' heat by radiation to the atmosphere. Furthermore said heat exchange enables each ofthe power cylinders and pistons to bei kept down to a practical working temperature at far higher compression and consequentlyy greater heatl and fuel efficiency, than heretofore,vwas possible. Besides the thus inta-ken charge prep vents crank case dilution because itcomes in direct contact with and forces into chamber 21, through ports 28 and 24 the less volatile fuel condensed or ungassied in said power faces due to the liquid and: other lubricating characteristics of' said charge. Furthermorev the piston` thus reciprocates on a relative than lilm of air andI fuel and hence reduces the soi los

Vwear on the adjacent surfaces o'fsaidV cylinder and piston and thereby prevents piston slap.

The longitudinal intake grooves 25, preferably uniformly spaced about the outer surface of piston 1, are each very shallow, while tially the intake cycle, be passed at substan-v tiallydierent velocities in a multiplicity of closely spaced and vpreferably connected very thin films or streams of different degrees of thinness, with the highest velocity being in the films or streams flowing through said grooves 25, and the lesser velocity being in the films or streams'fiowing through the intermediate clearance spaces. Each of said longitudinally fiowing films or streams are connected and closely spaced apart so that the friction between said films of substantially different velocities will accelerate the lesser normal velocity'of said thinnest films or streams fiowing longitudinally through said clearance spaces. y Said films or streams of the intake chargeaso functioning, accomplish a substantial heat interchange thereto of the surplus heat of the inner surface of the cylinder wall and the outer surface of the'piston, which, with their said thinness, velocity and friction, substantially raises the temperature of the intake charge.

Previous to said heat interchange the temperature of the intake charge had been substantially lowered by the vaporization of the `fuel. oil into said charge.

- Said temperature raise of said films or 'streams of the intake charge produces a dryer Igas and a more intimate and stable mixture of the fuel and air constituents of the intake charge in the combustion chamber, and produces more power from a given fuel with far less liability to crank-case dilution and other fuel wastes. ,Y

The pressure of said films or streams of the intake charge surrounding the piston, and which pressure is present during the intake as well as the power cycles, further substantially tends to stabilize each piston in the sense that the same requires substantially less surface area directly bearing upon the inner surface of the cylinder wall as said pressure of said films or streams of the-intake charge surrounding the piston substantially tends to support said piston in definite relation to the cylinder wall, while said resulting substantially lesser bearing area at each end of each piston also performs the added function of confining said films or streams of the intake charge therebetween so that the travel of the piston will bring said films or streams into contact directly with substantially all `up stroke, takes place within combustion chamber 27 the force of the combustion and expansion of the fuel mixture being exerted against the smaller diameter and operating area of piston l. As the piston nears the end of its downward stroke the exhaust valve 28 is mechanically forced from its seat by the cam 41 and a pushrod and rockerfarm arrangement.` The consumed fuel mixture or gas escapes from combustion chamber 27 into the exhaust chamber 12 and the exhaust manifold 13. The open position of said exhaust valve 28 is illustrated in Figures 4 and 5. As the piston 1 travels on its upward, combinedcompre'ssion and exhaust'stroke from the position illustrated in Figure 4, it draws inlet valve 9 away from the distance ring 7 and into contact with the valve seat 10 thereby closing the communication between chambers 8 and 22 thus preventing the fuel mixture charge within chamber 22 .from escaping. The fuel charge-within chambers 22 and 21 is'compressed by the larger diameter andV operating area of the piston within the cylindrical chamber 3. This compression causes valve 17 to lift automatically from its seat 1.8, thereby opening said fuel mixture injection communication ports 26 between chambers 21 and 22, and combustion chamber 27.

Also, during the upward travelY of the piston 1, the consumed fuel mixture or gas within combustion chamber 27 continues to'pass into exhaust chamber 12 and exhaust manifold 13 while operating under one-half stroke as the full fuel charge per cylinder per revolution of the engine crank, the rexhaust valve 28 is mechanically and the fuel injection valve 17 i is automatically closed, the'chambers 21 and 22 and the combustion chamber 27 being filled with the fuel mixtureat this instant at approximately the samek or a trifie above the atmospheric pressure. The automatic closing of the valve 17 is due to the equalizing of the fuel mixture pressures within the chambers 21, 22 and 27, and to the smaller clearance space and higher compression. ratio of the smaller diameter and operating area of the piston as compared with the larger clearance space and lower compression ratio of the lio above it exceeds that below it, due to the fact that vthe relatively large ports 24 through Athe wall ofthe small diameter of piston 1 and near lits center are closed by ring 9 and liner 2 during substantially the latter half of the up-stroke of piston 1, and the grooves 25,

Acommunicating with said ports 2li, are of insuiiicient area,in the short time of the residue of the up-stroke of the piston 1, to permit -much of the mixture, then being compresed -in chamber 22,

to enter the chamber 21 through said ports 24 or through the upper tier of like ports 23 through the upper portion of the wall of piston 1.

In reference to Figures 3 to '6, each Ipiston 1 is provided with a conical dome wall 1a,

over its pitman and its bearing 66, which is preferably integral with a wall 1b extending between said bearings 66 in substantially parallel relation to the skirt or outer wall of the piston and terminates in an angular wall 1c extending outwardly to, and preferably integral with, the piston skirt or outerwall .and with said wall 1P.

Said wall 1b joins the piston skirt on the side ofthe -roW of ports 24 most removed from the row of vports 23.

Said walls 1a, 1b and '1c form a gas tight cavity in the power .end of each piston 1, which lcavity is entered only through ports 23 and 24 and outletted through valve 17, 7while said walls seal the opposite end or open mouth of each piston 1 from the passage of any of the splashed llubricant in the crankcase, and which lubricant is adapted to be splashed onto and over said walls 1a, 1b and 16 and pitman bearings 66. Y

In the continued operation of the engine said 4lubricant becomes heated by heat interchange from the combusteol gases, and it is desirable, for economy and efciency of operation, to cool said lubricant and `said bearings 66. This is accomplished bythe intake chargeilowing into the angular ports 24; and along said angular wall 1, thence against the relatively diiferent angled wall 1b, which tends to deflect same against the inner surface ofthe pistonI skirt, whichtends to deflect same toward and along` said angular wall 1a. This tends substantially to cool said walls 1a, 1b and 1F and-the other walls of -said pistons -with which said lubricant comes in contact land interchanges tothe intake charge the heat ofsaidlufbricant and prevents substanthan is said greater pressure.

tial heat interchange to said lubricantlof heat fromthe combusted gases, which latter isv instead imparted to the' intake charge,all to the betterment of said lubricant and intake charge.

:It will be observed 'in vFigures 4, 5 and 6, that the piston ports 23and 24 are moved'at varying depths into their respective cylinders, and that said ports are sealed, but for said lms orstreams of intakechargma substantial period vbefore the vpiston .reaches its outward dead lcenter;V Afterthe closure of each piston valve 17 the further outward movement of eac'hpiston, yinrthe charge com- `pression cycle, substantially 'increases the pressure inthe explosion 'chamber of the cylinder as well asin ythe piston cavity and its 'surrounding films, the Alatter* being the lesser pressure due to theA lesser volume of the space 22, but said lesser pressure is exerted against a `greater area of saidv piston Said pressure of said films surrounding each piston isf'substantially maintained Yin 'varying degrees throughout the major parts-ofthe" compression and power cycles wherein is exertedfthe greatest pressure inthe combustion chamber of the cylinder, and said fil-ms pressureis so maintained throughout the major lateral area of each piston, rendering 'the pistons more frictionless and requiring lesser bearing surfaces, which said surfaces .function as well to seal or prevent 'the spread of said films Abeyond the area of the pistons.

When the piston reaches the top dead center position as illustrated kin Figure 7-the pressure ofthe fuel mixture 'within the combustion chamber 27 vshould be approximately 135 pounds absolute, and the fuel mixture pressure within the primary compression chambers 21 and 2 2 should be Yapproximzlttely 4L() pounds absolute. As the piston llnears or passes over the `dead center position Villustratedin Figure7 ignition ofthe compressed fuel charge within lchamber 27 occurs, and as said piston commences its succeeding downward stroke and prior to the drawing of the inlet valve?) from its seat 10, a slight re-expansion of the compressed fuel mixture occurs within'the chambers 21 and 22. The series of periods as just described are then'repeated. y

The following is a summary of the stroke periodoperations describedlin the 4foregoing descriptionof the operation' of the valves and .moving elements of the engine. On the down stroke of the piston, combustionand expansion of the fuel mixture charge in chamber 27, followedlby the release of the .consumed remains ofthecharge through exhaust valve 28. During 'the same v'down kstroke .of the piston a slig'btrefexpansion ofthe compressed 4fue'lmixture occurs followed by aninle-t suction -ofa fresh charge of/ful'l mixture into'the primaryfuel compression chambers 21 and -V22. On the i'rst part of the succeeding up -stroke of the piston, the fresh fuel mixture charge, taken into chambers 21 and 22 on the Vpreceding down stroke, is compressed and is injected into combustion chamber 27 via the valve 17. During the-same period of up- `ward stroke of the piston the consumed fuel .mixture'passes from the combustion cham ber 27 to the exhaust via the exhaust valve 28, the residue of the consumed fuel mixture remaining adjacent open exhaust valve 28 Abeing ejected by the fresh fuel charge being .ment of the larger diameter and operating area of the piston 1 should equal the one- Vhalf stroke displacementv of the smaller diamy eterand operating area of the piston plus the -cured to the crank shaft 31.

vvolume of thecombustion chamber 27 with piston on top dead center, and enough additional displacement to overcome the tension of the snap ring 19, the pressureof the consumed gas in chamber 27, and to lift the valve 17 from its seat 18.' The compression ratio of thevsmaller diameter and operating area of the piston of such an engine may-be from 5 to 5.5 and the compression ratio of the larger diameter and operating area of the piston may be from 2 to 2.5 both of said ratios to be computed from one-half piston stroke, as these are found in my experience to give good results.

- With reference to Figures 7, 8, 9 and 10, the variable timingr of the exhaust opening and vclosure of the general service type engine is as follows: The exhaust cam shaft is operated by the crank shaft 31 through the helical gears 32, 33, and 34, the gear 32 being se- The gear 33, being an idler gear is of extra width. The gear 34 issecured to and shiftable longitudinally with the cam shaft 30 by lever 39 due to said gear having mounted in a groove in its hub a thrust collar 35 that is journaled in and operated by shifting yoke 36, which in turn is rigidly keyed to the shaft 37. Shaft 37 is journaledA in the casing 38 and is operated manually by the external lever 39. Shaft 37 alsohas the fuel throttle levers 40 mounted thereon;v The lever 39, gear 34 and cam shaft 30 are shown in the full open fuel throttle position in Figure 1 and shown in full advance exhaust opening position in Fig.- ure 1. The longitudinal shifting of the cam shaft 30 and gear 34 giving the exhaust cams 41 that are integral with the shaft 30, an advance or retard rotation due to the angle of the teeth in the helical gear 34 is illustrated in Figures 8 and 9. This advance or retard rotation of the shaft 30 and the cams 41 effects -more particularly the opening of the exhaust valve, the variation in timing ofthe exhaust valve closure being` controlled more by the longitudinal tapering of the cam 41 and the longitudinal shifting of the shaft 30.

In reference to the diagrammaticchart Y Figure 11, circle 42 represents the travel of the crank journal in the V shaped general service engine, the circle 43 shows the Vapproximate location of the crank 'journal in degrees of rotation during the functions of Vthe various periods and operations. Line 44 case isv one-half stroke for a full fuel'compression and consumption charge per cylinder .per revolution of crank shaft. Dotvted line 46v represents they lineal clearance of the piston attheA top .end of itsstroke or the amount of clearance necessary Vto form the combustion chamber when that chamber is the same diameter as the cylinder andthe compression ratio of the engine is 5.5, computed from one-half stroke. Dotted line 47 represents thepower stroke under full power and the dottedline 48 represents a similar stroke under; closed fuel throttle. Circle 49-represents the crank travel of` an ordinary engine. The full stroke compression of such engine is`illustrated by the dotted line 50, it being equal in length to the one-half stroke compression line 'described in the foregoing. Dotted line 51 illustrates the length of the power stroke Y of an ordinary engine as compared with itsV compression stroke and with the power stroke line 47 described in the foregoing. Dotted line 52 represents the lineal-clearance space ofthe piston `of an ordinary engine in top dead center position, that is represents `the combustion chamber ofl saidfordinary engine Vwhen using a compression ratio of 4.5.r Dotted line 53 represents the crank angle position at which they compression pressures in the combustion chambers of the ordinary engine using a compression ratio of 4.5 and a full stroke compression and fuel lconsumption charge per cylinder per revolution of crank shaft are equal to the compression pressure in the combustion chamber of a general service engine as per my invention, using a compression ratio of 5.5 and one half stroke as the-full fuel `compression and consumption charge per 'cylinder per revolution of crank shaft. In arriving at the location of this position the compression ratio of the ordinary enginevis computed from full stroke and the compression ratio of my type engine is computed from Yso Vpound of weight than the general service engine. l

Figures 12, 13 and 14 illustrate an air cooled service engine having valves in combination and operating periods in accordance with my invention. y Twelve stationary cylinders, A to L inclusive, are arranged in two circles and in series around the crank shaft 70. Each cylinder is lettered alpha- '516 betie-ally from the top to center cylinder to the right inthe direction -ofrotation ofthe crank shaft 70. The pistons in the cylinders B, D, F, I and K are shown on their inward or combined power and fuel suction strokes, the piston in cylinder A being on its top or outward dead center and at the commencement of its combined power and fuel suction stroke, the piston in the cylinder G being on its inward dead center and about to go outward on its combined exhaust and fuel compression stroke, and the pistons in the cylinders C, E, I-I, J and L heilig on their outward or combined rexhaust and compression strokes. l

- In constructing an engine of this type of valve and period combination and using one-V fourthstroke as the full fuel compression and 4consumption charge per cylinder per revolution-of the crank-shaft, as illustrated in Figures 12 and 14, the following relations between the various elements shouldv exist: three-fourth stroke displacement of the larger diameter and operating area of the piston should equal one-fourth stroke displacement of the smaller diameter and operating area of the piston plus the area of the combustion chamber 27 with the piston 1 on its top or outward dead center, and enough `additional displacement to overcome the tension of the snap ring 19, the consumed gas pressure within chamber 27 and to lift the valve 17 from its seat 18. The compression ratio of the smaller diameter and operating area of the piston of such an engine should be from 5.5 to 6, and the compression ratio of the larger diameter and operating area of the piston should be from 2.5 to 3, both ratios to be computed from one-fourth stroke fuel charge as the duration of the compression within the combustion chamber 27 is from three-fourths stroke to outward dead center.

In engines having1r a valve period combination in accordance with invention, theV width of the annular space or chamber' 22 is re-r duced by a `reductionY in the portion of the full stroke used for full fuel charge compression within they combustion chamber 27,. krIhis makes it possible (as illustrated inthe aero service engine in figures from 12 to 14 inclusive) to eliminate the. distance rings 7 by allowing the ring inlet valve 9 to rest (during the inlet period) on the upper edge ofthe cylinder bore 3, the grooves 71 beingprovided by milling into the edge. of the cylinder bore suction periods occur on or during the same Y downward or rather inward stroke of the piston. Arc` 76 represents the release and ejection of the consumed fuel mixture from the combustion chamber 27. Arc 77 represents the primary compression and the ejection of the fuel mixture charge from the chambers 21 and 22 into the combustion chamber 27. The consumed gas ejection from and the fuel mixture charge injection into the combustion chamber occurring during the same stroke of the piston. Arc 78 represents the secondary or combustion chamber fuel compression period and arcy 7 9 represents the fuel ignition advance range.

From the relative position of arc 78 it is evident that an extremely high fuel compression ratio may be used onthis type engine due to the fact that the fuel `compression within the combustion chamber 27 doesnot commence until the crank jour-nal is within about 65 degrees of the outward or firing dead center.

The invention herein described may be manufactured and vused byv or for the Government of the United States for governmental purposes without the payment to me of any royalty thereon or therefor.

Having fully described my invention I claim:

1. In a combustion engine, the combination of a piston with a plurality of concentric operating surfaces separated by a cylindrical surface and means integral with the vlast mentioned surface for permitting a gas to'pass along and through said piston, the said piston being mechanically connected to a crank shaft and each of said first mentioned surfaces operating within separate compartments of uniform diameter throughout the length of travel of the respective surfaces, means associated with the cylindrical Ysurface of the said piston for controlling the ingressof fuel mixture into the larger of said compartments from a source of supply, means associated with the smallerlof Vsaid surfaces y.

chanically connected lto la crank shaft and each ofthe first mentioned surfaces operating within separate. compartments of uniform Adiameter throughout theY length of travel of said respective surfaces, means associated with'the larger vof said compartments `and associated witlitheA grooved cylindrical surfaceof the vsaid vpiston for controlling-the ingress of fuelfmiXture. into the larger of said'compa'rtments 'from a source of supply, means lassociated with the smaller of said 'surfaceslfor controlling the ingress Iof said' fuel mixture into the smaller of said compartments, means for controlling the egress of gases from said-smaller compartment, land nieans'associated with the tsaid crank shaftfor'operating the last saidmeans.

*4. Inf a combustion engine, a cylinder having an' enlarged end bore portion, a: piston yreciprocableV within the cylinder, said piston lcorresponding in llength Vand diameter to the l smaller bore portion of the cylinder, a piston '35- headL upon one' end of the. piston 'adaptedjto'fit within fthe'V enlarged cylinder kbore portion, whereby the movement of the piston Yaway fromthe smaller bore portion produces ar suction chamber about saidV piston, means carried lby and-slidable alongthe piston for 'permitting gaseous fuel to'eiiter'the suction chamber `during the last named movement of the piston and whereby the movement' of said piston directly operates' the sameand holds the same' in each of its positions, said means'also permitting compression onf'the gaseous/fuel upon reverse movement or the piston, means secured to the cylinder for limiting the movement of said, first named means, independent means permitting gaseous 'fuel to escape to the small cylinder bore ,portion when compressed in the larger cylinder bore portion, saidv last named means stopping the escape lof gaseous fuel when the pressures in said cylinderbore portions are equalized, said piston and piston head having such Vratios of compression that during the remainder of the reverse movement Vof the piston,v after escape of gaseous .fuel'to'the'smaller vbore portion ceases, the pressure developed in the smaller cylinder bore' portionwill exceed. the pressure in the larger cylinder bore portion.

In a combustion engine, a cylinder having'an enlarged endfbor-e portionta piston reciprocable Within the* cylinder, said piston corresponding in'length andi diameter to Ithe smaller bore portion ofthe cylinder, a piston head upon one end'of the lpiston adaptedl to fit within'the enlarged ,cylinder bore: portion, whereby the movement :of "the `VVpiston away from the smaller bore portion-produces? aj suction' clianiberabout said piston,=means carried by and'slid'able ,alongy the "pistoni for'per'- mitting gaseous fuel to enter thesuction chamber during 'the lastnamed ,movement of the pistonian'd:whereby;the movemento'fsaid piston directly'operatesthe samerand'holds the saine in each of itspositions,'said means also permitting compression ofthe gaseous-fuel upon reverse movement of the piston means secured to the cylinderfor limit-ing the movement ofl saidirstnamed means,` independent means permitting gaseous fuel to fesapegto` the small cylinder bore'portions'whgenmcompressed in thelarger cylinderbore'portion, said last named means'stopping'theescape off gaseous Vfuel when theY pressures in saidjcylinder bore portions Iare lequ'alized, an. exhaust valve for Ithe smallerV cylinder bore portion, y

and means for closing saideXhaust valve simultaneously with:L the L momentf'of'escape o'f the gaseousfuel from thelarger cylinderboi-'e portionto the smallercylinde'r bore portion is stopped, said piston 'and piston'head-havingsuch ratios'offcompression that during the Yremainder of the n'reverse Y" movement f of said piston after escape I of gaseous f fuel '5to smallerv cylinder bore portion' ceases; the-pressure developedinthe smaller 'cylinder boreportion -will #exceed 4'the pressure developed inthe larger' cylinder@ bore portion.

f 6. In af combustion engine, a cylinder. having ran enlarged end bore; portiomaafpiston Teciprocable within the cylinder, Asaid piston corresponding in length and iliameter` to the smaller bore portion of the' cylinder, afpiston head upon one end ofi-the piston adapted to fit within the enlarged cylinder;boreportion, whereby with movementV of thepist'on away from the smalleribore portion produces a suction chamber yabout said piston,'meansA carried byand slidable along *the* p-i'stonfonper- Ainitting gaseous y 'fuel vtoV enter the suction chamber during' thelast namedlmovement of the piston and wherebythe movementof said piston directly operates the lsaine and holds the same in eacli`=of its positions, said means also permitting compression `of vthe gaseous .fuel upon reverse :movement of-ltlie piston means secured to the' cylinderfor. limiting the movement of said'irst naiiied ineans, independent means permitting gaseous fuel to escape to r`the smaller f cylinder bore vportion when compressed in theY larger cylinder bore portion, said lastnamed `means Istopping the escape of gaseous vfuel when thepressures l1n said cylinder bore 'portions are equaliz'ed, -said piston 'and piston head having-such' ratios of compression'thatduring'the' remainder o'ffthe reverse movement of said piston;afterlescape;`

of'gavseons fuel to the smaller cylinder bore Vvportion ceases, the pressure developed in the smaller cylinder bore portion will be more l0' der, an enlargedpiston head at one end of the than v'twice the pressure `developed in the larger cylinder bore portion.

7 VIn arcombustion engine, a cylinder having an enlarged end bore portion, a piston reciprocable in the cylinder, said piston substantially corresponding in length and diameter to the smaller bore portion of the cylinpiston adapted to fit the'enlarged cylinder bore portion whereby with movement of the j piston away from the smaller cylinder bore portion produces a suction chamber about v"said piston,vmeans carriedby and slidable along the pistonfor permitting gaseous fuel.

to enterthe suction chamber during the last named movement of said piston and whereby the movement of said piston directly operates the same and holds the same in each of its positions, said means also permitting compression of the gaseous fuel upon reverse movesaid piston, after communication between the nient of the piston means secured to the cylinder for limiting the movement ofk said first named means, an independent means includinga valve carried by the piston adapted to establish communication between the smaller cylinder bore portion and the suction chamber upon Vcompression of gaseous fuel in said suction chamber and close said communication when the pressure of the gaseous fuel in said' smaller cylinder bore portion becomes equal to the pressure of the gaseous fuel in the.

suction chamber, said piston and piston head Yhaving such ratios of compression that during the remainder of the reverse movement of suction chamber and smaller cylinder bore is stopped, the pressure of the gaseous fuel in Y the smaller cylinder bore portion will exceed the compression of the gaseous fuel in p the suction chamber.

8. In a-combusftion engine, a fuel inlet manifold, an inlet chamber in communication therewith, a cylinder, portsconnecting the inlet chamber and cylinder, a power piston, a ring surrounding and in directfrictional engagement with said power piston and-adapted to be moved thereby, said ring being adapted to close said ports when brought to a predetermined position andmeanssecured to the cylinder wall for limiting the movements of the ring with respect to the piston whereby said ports may be maintained closed and open foricertain intervals during each reciprocation of the piston. ,C n

9` rIn a combustion engine, va fuel inlet manifold,an inlet chamber incommunication therewith, a cylinder, ports connecting the inlet'chamber and cylinder, an elongated power piston, .a Yring yieldingly Yslidable in direct frictional contact with and along the said piston' andwadapted to close ports when brought 'v tota certain position, means-wherebythe frictional Contact between said ring land piston Y operates said ring, and means secured tothe cylinder wallfor limiting the movements of the ring with respect to said pistonwhereby said ports may be maintained closed and vopen for certain intervals with each reciprocation of the piston. A p

l0. In a combustion engine, a fuel inlet manifold, an inlet chamber in communication therewith, acylinder, ports connecting the inlet chamber and cylinder, a power piston, a ring frictionally slidable in direct contact with and along the piston and adapted to close ports when brought to a certain position` let chamber and cylinder, a power piston, aKv

ring frictionally slidable with and along said piston, and adapted to close ports when in a certain position means whereby the frictional contact between said ring and piston operates said ring, stationary means independent of Y said ring operating means adapted to maintain the ring in its port closing position during one stroke of the piston, and meansincluding separate ports and independent of said ring for permitting the intake charge to enter the compression chamber of said cylinder.V y

l2. In a combustion engine, a fuel inlet manifold, an inlet chamber in. communication therewith, a cylinder, ports connecting the inlet chamber and cylinder, an elongated. power piston, a ring frictionally slidablewith and along said piston, and adapted to close port-s when brought to a certain position, means whereby the frictional contact betweensaid ring and piston operates saidring, and means for limiting the movementV of said ring to only a portion of the movement of said piston, whereby said piston friction.r maintains said ring tight against its port as well as open according to the direction of movement of said: piston, and means independent of said ring and including a separate port anda valvey Vtherefor for permitting the intake charge to enter the compressionV chamber of said cylinder. f

13. In the method of combustion motors, the step of intakingv a substantial portion of the' charge inv a plurality of very thin films indirect contact with the inner surface of the power cylinder.

14. In the method of 'charge intaking in combustionmotors, the step of intaking a substantial portion ofthe chargeY in a plurality of charge intaking in very thin films in direct contact with the inner surface of the power cylinder throughout a substantial portion of its length.

15. In the method of charge intaking in combustion.motors, the step of intaking a substantial portion of the charge in a plurality of very thin films each separatedby a thicker film and in direct contact with the inner surface of the power cylinder and with the outer surface of the piston.

16. In the method of charge intaking in combustion motors, the step of intaking a substantial portion of the charge in a plurality of very thin films each separated by a thicker film and in direct contact with the inner surface of the power cylinder and with the outer surface of the piston, and throughout a substantial portion of the length of said cylinder and piston, said thin and thicker films being at different velocities substantially throughout the intake cycle.

17. In the method of charge intaking in combustion motors, the step of overcoming crank-case dilution by transferring said dilution medium back into the power cylinder during the intake cycle by bringing the same into direct contact with the intake charge at a point adjacent the point of escape of said medium and the point where said charge enters the cylinder.

18. In the method of charge intaking in combustion motors, the steps of intaking a substantial part of said charge in a plurality of very thin films at substantial velocity, commingling the crank-case dilution medium with said films after said medium has passed the piston head, and conveying said medium back into the cylinder by the force of said films of the intake charge.

19. In the method of lubricating the pistons of motors,'t.he step of passing a substantial portion of the main volume of the power producing medium in a plurality of verythin longitudinal films extending substantially about said piston between and in direct contact with an inner surface of the cylinder and an outer juxtaposed surface of the piston.

20. In the method of lubricating the pistons of combustion motors, the step of intaking a portion of the fuel charge in a plurality of thin films between and in direct contact with an inner surface of the cylinder and an outer juxtaposed surface of the piston.

21. In the method of lubricating and equalizing the temperature of the friction surfaces of pistons and cylinders, the step of passing power producing medium at substantial velocity between the juxtaposed surfaces of the cylinder and piston in a plurality of thin films each separated and connected by a thicker film.

22. In the method of cooling the cylinders and pistonsV of combustion motors, the step of transferring a substantial part of their heat to the intake charge of such motors by passing a substantial part of said intake charge in a plurality of thin films at substantial velocity between and in direct contact with an .inner surface of said cylinder and an outer-surface of said piston.

23.` In a motor, the combination of a cylinder, a piston and valve meanstherefor, of piston rings near oppositeends of said piston, and means whereby a portion of the fuel intake charge is admitted and passed at substantial velocity through an areajbetween said oppositely located piston rings and the inner surface of the cylinder and an outer juxtaposed surface of said piston in a `multiplicity of thin films. v A

24. In a combustion engine the combination with a cylinder, piston and'valve means, of means for intaking a substantial portion of the charge in a plurality of very thin films in -direct contact withfthe inner surface of the power cylinder.

25. In a combustion engine the combination with a cylinder, piston and valve means, of means for intaking a substantial portion of the chargein a plurality of very thin films in direct contact with the inner surface of the power cylinder and with the outer surface ofthe piston.

26. `In a combustion engine the combination with a cylinder, piston and valve means, of means for intaking a substantial portion of the charge in a -plurality of thin and thicker films of different velocities and in direct contact with the inner surface of said cylinder and with'the outer surface of said piston.

27. 'In a combustion engine the combination with a cylinder, piston, crank, pitman, Vmotive `fuel vaporizing means andvvalve means, of means for conveying a substantial part of each motiveV fuel charge from said vaporizing means in a thin film in direct contact with substantially the whole inner surface of the powerl cylinder.`

28. In a combustion engine the combination with acylinder, piston, crank, pitman, m'otive fuel vapo'rizing means and valve means,l

lio

of means for conveying'a substantial part of each motive fuel charge from said vaporizing means ina thin Afilm 1n direct contact with substantially the whole of the uXtaposed surfaces of said cylinder and piston. y

29. In a combustion engine the combinatio with a cylinder, piston and valve means," "of means for intaking the charge and. leadingv the samev into bodily contactwiththe crank case dilution medium at a point adjacent the V with saidffilm after `said medium has 'passe g the piston head.

'31. In aY combustion engine the combination 'with a cylinder, piston, crank, pitman, valve' 5 means, and a crankcaseadapted to contain a' supply of lubricant, of' means Separating the charge from saidlubricant and for intaking ak substantial part Vof said chargeV past and in contact with one of said elements contacted by said lubricant for effecting asubstantialv reduction in temperatureof said lubricant.

32r In a combustion engine the combination ,Withfa cylinder, piston, crank, pitman, valve means, acrankcase adapted to'contain va sup- Y 15,- ply of lubricant, and motive fuel vaporizing means, of means separating-the charge from said lubricant and for intaking a substantial part of saidl charge from said I vaporizing means Lpast and in contact with one of saidV elements contacted by said lubricant for effecting a substantial reduction `in temperature of said lubricant.

33. In a combustion enginethe combination With a cylinder, piston, crank, pitman, valve y means and a crankcase adapted to contain a supply of lubricant, of means including thermal communicating surfaces of a portion Lof one of said elements, someof which surfaces beingA contacted by'said lubricant and separating thecharge lfrom said lubricant and .for intaking a substantial part of said charge past and in contactwith one or more others of said surfaces for eifectingla'substantial reduction in temperature of said lubricant. 34. 'Ina method'of reducing the temperature of the lubricant of a combustion engine having a supply of lubricant .adapted to contact with heated portions 'of said engine, theJ steps of intaking the fuel charge Aseparate 40 from Vsaid lubricant supply and passing a substantial portion of said charge in such thermal Vassociation With said lubricant as to effect a substantial reduction inthe tempera- Y ture of said lubricant supply.

v35. In the method of reducing the temperature of the lubricant of acombustion engine having a supply of lubricant adaptedY to contactlwith heated portions; of saidV engine, the stepsof intaking .in said engine a mixed Charge of air and liquid fuel Separated from said lubricant supply, and passing a substantial portion of said charge in'such-tliermal association with said lubricant as to ,effect- Y a substantial reduction in the temperature of f saidrlubricant; supply. f I K 1 5 l FRANK DAVID BUTLER.

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