US1803783A

US1803783A - Internal combustion engine

Info

Publication number: US1803783A
Application number: US400309A
Authority: US
Inventors: Wherry Isaac Mitchell
Original assignee: Individual
Current assignee: Individual
Priority date: 1929-10-17
Filing date: 1929-10-17
Publication date: 1931-05-05
Anticipated expiration: 1948-05-05

Description

May 5, 1931. M. WHERRY INTERNAL COMBUSTION ENGINE 3 shets-shjeet 1 Filed DCt. 17?, .1929

May 5, 1931- l. M. WHERRY 1,803,783

INTERNAL COMBUS TION ENG INE Filed Oct. 17, 1929 3 Sheets-Sheet 2 A 1 Bgm/@53M torney May 5, 1931 l. M. wHERRY INTERNAL COMBUSTION ENGINE Filed Oct. 17, 1929 3 Sheets-Sheet 3 q By @www orney Cit Patented May 5, 1931 PATE NT Si FECE,

ISAAC MITCHELL XVHERRY, OF ZEARN'G, IOWA INTERNAL COMBUSTION ENGINE Application led October 17, 1929. Serial No. 400,309.

This invention relatesv to internal combustionengines and more particularly to devices of this character of the double acting two cycle type and has, for one of its objects, to

provide in a manner as. hereinafter set forth, an engine of the aforementioned character wherein coacti-n-g power andl charge com.- pressing cylinders are associated with each other in such a manner that the combustion o charge will be highly compressed in the compressing cylinder prior toits passage into the power cylinder.

Another important object of theY invention 'is to provide, in a manner as hereinafter set 'fe forth, an engine of the aforementioned character having valves associated. therewith for exhausting the burned charge fromthe power cylinder prior tothe entrance of the new chargethereinto, thus preventing the mixing c of the incoming and outgoing gases and preventing waste ofthe former and wherein pairs of simultaneously operated` valves are positioned in the passages between.- the compressing cylinder and the power cylinder for i permitting the passage of the gas therethrough during only certain portionsof the stroke of the power piston.

Other objects of the invention are to provide, in amanner a-s hereinafter setforth, an 0 internal combustion engine of the aforementioned character which. will heV simplein construction. strong, durable, eiiicient in its use and which may he manufactured at a low cost'.

Other objects a-nd advantages. of the in.- vention will become apparent from a study of the following specification, taken in connection with the accompanying drawings wherein like characters of reference designate corresponding parts. throughout the several views, and wherein:

Figure 1 is a side elevation of an interna-l combustion engine constructed in accordance with this invention,

Figure 2 is a horizontal sectional view taken approximately on the line 2-2 of Figure 1,

Figure 3 is a cross section taken approximately on the line 3 3 of Figure 2, and looking in the direction of the arrows,

Figure 4 is a Vertical cross section taken approximately on the line 4 4 of Figure 2 and looking in the direction of the arrows,

Figure 5 is a detail Viewy in perspective showing one of the rods for actuating the forward valves,

Figure 6 is a cross section through the crank shaft showing one of the cainsthereoi-i` and the adjacent portion` of a valve rod in engagement therewith.

Referring to the drawings in detail, the reference character 1 designates1 a base upon which is mounted, adjacent one end,y the vertical' standard 2y and journ-aled on the Standard 2 is a crank shaft 3 having a fly wheel 4 on one end. A horizontally disposed power cylinder is mounted adjacent the opposite endof the base 1 in spaced rela-tion to the standard 2 and is designated generally by the reference character 5.

Adjacent the power cylinder 5 and parallel therewith is a compressor cylinder which is designa-ted generally by the reference character 6. Pistons 7 and 8 are. mounted for simultaneous reciprocation in respective cylinders 5, and 6 through the medium of the rods 9 and 10 and the connecting rods 11 and 12 coupled to. theV crank shaft 3:, aswill loe quite obvious.

As seen most clearly in: Figures 3 and 4 ,i

.of the drawing, the cylinders 5 and Gare preferably integrally connected. together in parallel spaced relationv and arel provided, on their opposite ends withy removable heads 1:3v and 14, each of which coversthe adjacent end of bothof the cylinders. As seen in Figure 2 of the drawings the head 14 is provided with packing 15' through which the rodsv 9` andi 10 move. Intake valves 16 and 17 are mounted at opposite ends of the compressor cylinder 6 and controls communicationy of said cylinder with' a source kof' fuel supply through the conduit 1.8.` @ii-tiet valves 19 20l are also provided for the cylinder 6 at its opposite endf. The. power cylinder 5 is provided with inlet valves- 2l and 22 at its opposite end and adaptedfor communication with the valves 19 and 2()l and thepower cylinder is further provided with the eX- haust valves23 and 24.

All of the aforementioned valves are normally maintained in closed position through the medium ot the coil springs 25 which encircle the tree end portion ot the stem and impinge the adjacent surfaces of the cylinders 5 and G *troni which said stem projects and a washer or shoulder 2G adjacent said free ends of the stem, the valves 16, 17, 23 and 24 are opened through the medium of the rods 27 having one end in engagement with the free end of the valve stem and the opposite end in engagement with cam 28 on the crank shaft 3.

The valves 19, 20, 21 and 22 are simultaneously opera-ted through the medium of the rod 29 having cross heads 30 thereon for en'- gagement with the stems of the adjacent pairs of said valves. The opposite ends ot the rods 29 are engaged with the cams 31 on the crank shaft 3.

Guides 32 are provided on the base 1 and on the cylinders 5 and 6 for the valve rods. Spark plugs 33 are threaded into the opposite end of the power cylinder' 5.

In the operation of the engine, the crank shaft 3 is rotated and the pistons 7 and 8 reciprocate in the cylinders 5 and G. iV ith the pistons in the position shown in Figure 2 of the drawings, a charge has been compressed in the outer end of the power cylinder 5 and is ignited through the medium out the spark plug 33 and the piston 7 is driven inwardly.

At the same time the piston 8 also moves inwardly in the cylinder 6 and the valve 16 is caused to open and a charge of t'uel is drawn into that end ot said cylinder. As this stroke ot' the piston 8 commences the valve 17 is closed and the charge which is in the inner end of the cylinder is compressed therein by piston 8.

As the power piston 7 starts its inward stroke, the exhaust valve 24 opens and remains opened until practically all of the eX- haust gases in that end of' the power cylinder 5 have passed therethrough at which time said valve closes. lt will be here stated that the cams 28 which operate the exhaust valves 24 and 23 are adapted to maintain said valves in open position only during a portion ot the outward and inward stroke of the piston 7. lVhen the valve 24 closes, the valves 2O and 22 are opened simultaneously and the fuel charge which has been compressed in the inner end of the cylinder 6 isforced into the inner end oi' the power cylinder 5.

As the piston 7 approaches the end of its inward stroke the valves 2O and 22 close and further movement of the piston serves to further compress the gas trapped therein and when said piston has reached the limit of its inward movement or very nearly, the compressed charge is ignited through the medium of the spark plug 33 in that end of the cylinder.

The pistons 7 and 8 then start the outward stroke and the valve 23 is opened to exhaust the gas from the outer end of the cylinder. Sin'mltaneously the valve 1G is closed and the valve 17 is opened. The piston 8 now compresses the charge which has entered the outer end oi' the cylinder 6 through the valve 16 and a charge is drawn in through the valve 17. rThe valve 23 closes before the piston 7 reaches the limit ot its outward movement and immediately thereafter the valve 19 and 21 open to permit the compressed charge trom the outer end noit the cylinder 6 into the correspondino end oil the power cylinder 5.

rllhe valves 19 and 21 then close and the continued outward movement of the piston 7 further compresses the charge until said piston reaches the end of its outward movement, or nearly so, at which time the spark plug 33 in that end. of the cylinder' ignites the charge.

As will be seen .in Figure 2 of the drawings, the heads 13 and le are constructed to provine con'ibustion chambers 35 at opposite ends ot the power cylinder 5 while the portion-i thereof which close the opposite end of the compressor cylinder 6 are constructed to provide very little space between their inner walls and the opposed wall of the piston 8 when said piston is at that end of the cylinder.

This is for the purpose of discharging nearly all of the compressed gases into the `power cylinder. As seen in Figure 5 of the drawing, certain of the valve rods 27 are provided with oie-feet intermediate portions 27 to permit same to pass portions oi the engine which are between the crank shaft 3 and the valve which these rods operate.

While an engine ot the horizontal type and embodying a single power cylinder and a single compressor cylinder` has been shown in the drawings forming a part of this application, it is to be understood that the invention contemplates the provision of anv desired number of cylinders which may be disposed in any position. such as in a vertical or in an inclined position.

t is believed that many advantages of an internal combustion engine constructed in accordance with this invention will be readily understood, and although the preferred 'form ot the invention is as illustrated and described, it is to be understood that changes in the det ils ot construction may be had which will fall within the scope ot the invention as claimed.

Having thus described my invention, what is claimed as new is:

1. An internal combustion engine of the character described comprising a power cylinder having inlet and outlet ports at its opposite ends. a compressor cylinder having inlet and outlet ports at its opposite ends, the outlet ports thereof communicating with the inlet ports of the power cylinder, pistons mounted for simultaneous reciprocation in the cylinders, valves in the inlet ports of the compressor cylinder for admitting a fuel charge thereto, valves in the outlet ports of the power cylinder for exhausting gases therefrom and simultaneously operated pairs of valves in the communicating inlet ports of the power cylinder and the outlet port of the compressor cylinder for the passage of the fuel discharge from said compressor cylinder into the power cylinder.

2. An internal combustion engine of the character described comprising a power' cylinder having inlet and outl-et ports at its opposite ends, a compressor' cylinder having inlet and outlet ports at its opposite ends, the outlet ports thereof communicating with the inlet ports of the power cylinder, pistons mounted for simultaneous reciprocation in the cylinders, valves in the inlet ports of `the compressor cylinder for admitting a fuel charge thereto throughout the strokes of the piston therein, valves in the outlet ports of the power cylinder for exhausting gases therefrom throughout portions only of the strokes of the piston therein and simultaneously operated pairs of valves in the communicating inlet port-s of the power cylinder .and the outlet ports of the compressor cylinder for the passage of the fuel charge from said compressor cylinder to said power cylinder while the piston in the latter cylinder is traversing the portions of its stroke at which the valve in the outlet ports thereof are closed.

3, An internal combustion engine of the character described comprising a power cylinder having inlet and outletports at its opposite ends, a compressor cylinder having inlet and outlet ports at its opposite ends, the outlet ports thereof communicating with the inlet ports of the power cylinder, pistons mounted for simultaneous reciprocation in the cylinders, valves in the inlet ports of the compressor cylinder for admitting a fuel charge thereto throughout the strokes of the piston therein, valves in the outlet ports of the power cylinder for exhausting gases therefrom throughout portions only of the yStrokes of the piston therein and simultaneously operated pairs of valves in the communicating inlet ports of the power cylinder and the outlet ports of the compressor cylinder for the passage of the fuel charge from said compressor cylinder to said power cylinder while the piston in the latter cylinder is traversing portions of its strokes at which the valves in the outlet ports thereof are closed, independent means for actuating The valves of the outlet ports of the power cylinder and the inlet ports of the compressor cylinder and connnon means for actuating each pair of the simultaneously operated valves.

e. An internal combustion engine of the character described comprising a power cylinder having inlet and outlet ports at its opposite ends, a compressorcylinder having inlet and outlet ports at its opposite ends, the outlet ports thereof communicating with the inlet ports of the power cylinder, pistons mounted for reciprocation in the cylinders, a crank 4shaft coupled to the pistons to cause simultaneous movement thereof in the cylinders, cams mounted on said crank shaft, valves in the inlet ports of the compressor cylinder for admitting a fuel charge thereto throughout the strokes of the piston therein, valves in the outlet ports of the power cylinder for exhausting gases therefrom throughout portions only of the strokes of the piston therein and simultaneously operated pairs of valves in the communicating inlet ports of the power cylinder and the outlet port of the compressor cylinder for the passage of the fuel charge from said compressor cylinderto said power cylinder while the piston in the latter cylinder is traversing the portions of its strokes at which the valves in the outlet ports thereof are closed, and means for actuating the valves comprising independent reciprocating rods engaged at one end with certain of the cams on the crank shaft and at their opposite ends with the inlet and outlet valve of the compressor and power cylinder respectively and reciprocating rods each having one end engaged with one of the remaining cams on the crank shaft and having heads on their opposite ends engaged with the pairs of valves in the communicating outlet and inlet ports of the compressor and power cylinders respectively.

In testimony whereof I aflix my signaturex lSAAC MITCHELL VHERRY.