US1762666A - Internal-combustion engine - Google Patents

Description

June 10, 1930. Q U E 1,762,666

INTERNAL COMBUSTION ENGINE Filed March 26, 1928 3 Sheets-Sheet 2 I'NV TOR. M' nesses R :9- do M BY W \Q W Q ATTORNEYS.

Q N v June 10, 1930. A. o. A. RUNGE 1,762,666

INTERNAL COMBUSTION ENGINE Filed March '26, 1928 5 Sheets-Sheet 3 Jaye.

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Patented June 10, 1930 UNITED STATES PATENT OFFICE ALFRED O. A. RUNC-E, OF WINDSOR, ONTARIO, CANADA INTERNAL-ClOMBUSTION ENGINE Application filed March 26, 1928.

' thereof'will not be exposed to the exploded charge and will therefore not be subject to foulingthrough the accumulation of carbon as is the case in internal combustion engines as ordinarily constructed.

Another object of the invention is to provide an internal combustion engine so constructed that the inlet for the explosive charge is remotely located with respect to the charge firing space of the engine cylinden, so. that there is no liability of backfire and therefore the fire risk is greatly reduced. and in fact substantially eliminated.

Another object of the invention is to provide an internal combustion engine so constructed and operating in such a manner that it will deliver greater power than the ordinary types of such engines and will. consume less fuel.

Another object of the invention is to so construct the engine that vibration will be substantially eliminated, so that the engine will operate more smoothly than internal combustion engines of ordinary construction.

While the accompanying drawings and the description which is to follow, constitute a disclosure of the preferred embodiment of the invention, it will be understood that various changes may be made within the scope of what is claimed.

In the accompanying drawings:

Fig. 1 is a side elevation of the combustion engine embodying the invention, the same being of the two-cycle type;

Fig. 2 is a top plan view of the engine;

Fig. 3 is a vertical longitudinal sectional view through the engine;

Fig. 4 is a vertical transverse sectional view taken substantially on the line 4 l of Figure 2 looking in the direction indicated by the arrows;

Fig. 5 is a horizontal sectional view through the cylinder of the engine and the parts'associated therewith, the pistons being shown in top plan.

In the drawings the cylinder of the engine Serial No. 264,833.

is indicated in general by the numeral 1 and the same is supported by the usual bed block 2, in the instance of stationary engines, although it will be understood that the cylinder may be mounted in any other convenient manner depending of course upon the particular application of the principles of the invention. The cylinder is preferably provided with the usual water jacket indicated by the numeral and is closed at one end by a head L removably secured in place by bolts or other fastening devices indicated by the numeral 5. The head 4: is of hollow construction so as to provide a charge conducting passage or chamber 6, and this chamber opens through the outer side of the head 4: by way of an opening 7 which is placed in communication with the delivery end of a fuel supply pipe 8 which leads from a suitable carburetor 9 preferably mounted beneath the cylinder 1 in the manner shown in Figure l of the drawings. The cylinder head et is preferably formed with a portion 10 in which, and the main portion of the head, the passage 6 is located, and this portion 10 is of less diameter than the main portion of the head and tits in an opening 11 provided in the outer end of the cylinder 1. An opening is formed in the inner side of the portion 10 centrally of the head 4- and communicates with the passage or chamber 6, and this opening is defined by a tapered valve seat indicated by the numeral 12. The intake alre of the engine 15 indicated by the numeral 13 and the head of the valve is adapted to coact with the seat 12 as clearly shown in Figures 3 and 5 of the drawings, the stem 14 of the valve fitting slidably through an opening 15 formed in the head at axially thereof. The said head 4 is preferably formed with a boss 16 concentric to the opening 15. and this boss has an inclined or diagonal. face indicated bv the numeral 17. A bifuratcd abutment ls of wedge shape, is disposed to straddle the valve stem let and engage at its inclined face against the diagonal end face of the boss 16 as clearly shown in Figure 5, and a spring 19 is arranged upon the valve stem and bears between the said abutment 18 and a collar 20 which is arranged upon the stem and held in place by a nut 21 threaded onto the end of the stem. The abutment 18 is provided with a thread ed stem 22 which extends laterally therefrom, and a nut. 23 is threaded onto the said stem and is'confined' between a pair of apertured ears 24 preferably formed integrally upon the cylinder head 4 as most.

clearly shown in Figures 2 and 5 of the drawings. At this point it will be evident that by adjusting the nut 23, the abutment 18 may be adjusted across the diagonal face of the boss 16 so as to vary the tension of the spring 19, the spring normally hold ing the intake valve 13 in the closed position shown in Figures 3 and 5 of the draw mgs. V

The wall of the Cylinder 1 is provided, at one side, with a by-pass passage indicated by the numeral 25, the inlet end of this passage being located in spaced relation to the head of the cylinder, and the delivery and of the passage being. spaced from the inlet end a distance sufficient to provide for proper functioning of the engine in a manner which will presently be described. The engine embodies two pistons one indicated by the numeral 26 and the other by the numeral 27, and the rod 28 of the piston 26 fits slidably through the head of the piston 27, thepiston 27 being provided at its side which opposes the open end of the cylinder 1 or in other words the inner end of the cylinder, with a pair of parallel bars 29 which are bolted or otherwise secured as at 30 to a yoke 31 which is provided with a stem 32 mounted in a cross head which isinturn slidably mounted in a slide 34 comprising, preferably, a part of the base or foundation structure of the engine.

The piston rod 28 is connected to a head 35, preferably by being threaded into the head as shown in Figure 3 of the drawings, and this head is provided with a stem 36 which is mounted ina cross head 37 in turn mounted ina slide 38 corresponding to the slide 34 and arranged in spaced parallel relations thereto, the slides 34 and 38 being located at opposite sides of the base structure for the engine. The crank shaft of theengine is indicated by the numeral 39 and is mounted in suitable bearings 40 upon the base structure 2 and has fixed upon its ends-fly wheels 41. The said shaft is provided with oppositely extended cranks 42 and 43. A pitman rod 44 is connected to the crank 42 and to the stem 32 of the head 31, and a pitmen rod 45 is connected to the crank 43 and to the stem 36 of the head 35.

posite directions, simultaneously, within the cylinder 1. Near its open end the wall of the cylinder is provided with an exhaust port indicated by the numeral 46, and intermediate its ends the cylinder wall is formed with an opening 47 in which is fitted a spark plug 48.

As illustrated in the drawings, the pistons 26 and 27 and the respective cranks are at an intermediate position and, in the operation of the engine, with the pistons in this position, a charge is being drawn into the cylinder 1 at the outer end thereof by the suction created through movement of the piston 26, the pistons at this time being reciprocated toward each other. As the pistons are reciprocated in this manner, a charge which has previously been delivered into the cylinder between the pistons, is compressed,

and, at the moment the pistons have reached the limit of their movement toward each other, as illustrated in broken lines in Fig-.. ure 3 of the drawings, the charge, which has been compressed, will be fired by the spark plug 48. This results in reciprocationof the piston head in the direction of the respective ends of the cylinder and in a pull being exerted upon the piston rod 28 and a thrustupon the piston rods 29, so that equal force, in opposite directions, is transmitted to the respective cranks of the shaft 39. In this movement of the'piston heads 26 and 27, the charge which has been drawn into the outer end of the cylinder is compressed by the head 26 up to the moment when the head reaches the end of its outward stroke and passes the delivery end of the bypass 25, at which time the compressed charge will be delivered from the said end of the cylinder, by way of the by-pass, and into the cylinder between the heads 26 and 27. Im-

mediately prior to the delivery of the charge into the cylinder between the heads 26 and 27, the head 27- will uncover the exhaust port 46 thus permitting exhaust of the exploded charge. From the foregoing description of the invention it will be evident that inasmuch as, in the firing cycle of operation, the piston heads 26 and 27 are driven in opposite directions and away from each other, and equal force is exerted in opposite directions upon the cranks of the shaft 39, a steady transmission of power to the shaft will be effected thus substantially eliminating vibration and obtaining maximum power with a minimum expenditure of fuel. It will likewise be observed that the inlet valve 13 is at no time subjected to the exploded charge and therefore there is no likelihood of the formation of carbon deposits on the valve or its seat, nor isthere any likelihood of sticking of the valve through expansion. It will likewise beevident that there is no likelihood of backfiring and no possibility of the flame from the exploded charge reaching the carburetor.

While the drawings and the foregoing description are directed more especially to an engine of the two-cycle type, it will be understood that the principles of the invention may be readily embodied in a four-cycle engine, in Which event no exterior pump is required to cool the cylinders.

Having thus described the invention, what I claim is:

An internal combustion engine comprising a cylinder having one end open, a crank shaft at the open end of the cylinder having oppositely extending cranks, a pair of opposed power pistons reciprocably mounted in said cylinder, a piston rod rigidly secured to the axial center of the inner piston and extending slidably through the axial center of the outer piston, a piston rod secured to the outer piston and extending in the same direction as the first piston rod, a cross-head guide interposed between the cylinder and the crank shaft, a pair of crossheads to form a complete operative unit, with a separate wrist pin in each cross head, means connecting the first piston rod to one Wrist pin, means connecting the other piston rod to the other wrist pin, and pitman rods operatively connected to the wrist pins and t0 the arms of the crank shaft.

In testimony whereof I afiix my signature.

ALFRED O. A. RUNGE.

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