US1874194A

US1874194A - Internal combustion engine

Info

Publication number: US1874194A
Application number: US314134A
Authority: US
Inventors: King Albert Bentley
Original assignee: Individual
Current assignee: Individual
Priority date: 1928-10-22
Filing date: 1928-10-22
Publication date: 1932-08-30
Anticipated expiration: 1949-08-30

Description

Aug. 30, 1.932. I A. B. KING 1,874,194

" INTERNAL consumes ENGINE Fmd Oct. 22; 1928 I Aug. 30, 1932. A. B. KING INTERNAL COMBUSTION ENGINE Filed Oct. 2;. 1928 2 Sheets-Sheet 2 :N VEN TOR.

' will result in economy Patented Aug. 30, 1932 V ALBERT inherent: xmo, or saw mm; mmmm r Dir miner; eo risus'rrow ENGINE Application flied detainee, 152%. see is; 314,14I

This invention relete's in enemi to sin ternal combustion enginand relates" more crankshaft movement, and connectionmechanismthere'between, for overcoming some of the losses" iriherent the four cycle gas en%' r}11e. p I

'ile'the' sa id-novel'piston and crank shaft good advantage;

Anobje'ct of the intention isitoprovide it; simple and eflicient' meens for completely sca enging-the cylinder.

Another object to .prov'ide a short ad;

mission stroke with consequent rediiction in the temperature of the charge and" resultant low compression necessary, 7 A fiirther object is to provide a long power" stroke utilizing the maximum power ofthei charge, and a complete arfterburning; etc.

one revolution of the said cran'lish'ifti A'fiirther object 'is to providea'lihk motion between" the single piston and the single:

crankshaft, to accomplishthe above meii tionedobject's, the said link motion being so arranged so that there is no dead'centrein'i any position-of the mechanism.

Another ob'ectis to provide afmecha nism the projected axis": powerst'roke and o'rthe direct'po wer't rust. 'The slightxside th rust coming' in both instances" when there that travels ciosely along. t e

of the cylinder durin is' no p'owera. ainst the face ofthe piston."

A filrther 0 ject is to provide'agmeansthat" offuel and'iowheet.

ofth'- cylinder walls.

Ai1other-ob ect is to providenieens in" only.

specifically to a, new and nover piston and" be; uncovered at the end cf thepowerstroke A flirtherobjeot' is to provide a valve mc tion that is actuated directly from the'crainkshaft, withoutthense of gears; Qtc. l

Another object is to rovide 2i. linkmech anism, between the piston and" the crank shaft", that will eliminate any ecentric'loadonthe saidcrankshaft,especially at the start of the power stroke alndj at the seine timere' duce'toeminimum momentum and iiiertia' effects.

With these and other objects View" the V invention resides and consists inthe wrist-r1 97. tion'and-nove'l combination enderrainge'mept' of parts hereinafter more fully descr bed anii' illustretejd efiid pointed out m ne cliiims'hreto app nded, it'being'understood that' va'rioi s chen'gesjin' the form, proportion, size 9116' minor details of constri ctior'i Within thescope oftl 'e claims may be resorted to gwitho'iit' dc pzffi'turefromthe spirit or sacrificing any of Another object is to provides direct power thrust and a; power impulsefdr every. revolu tionof the singlecrenksha ftr p I Another object is to provide afojur. cycle" gas 'en-ginej'With 3 single piston and single crankshirftwith a link motion there Between, to permit of the suction stroke; Compr'ssioifi stroke; powerstroke, and exhaust stroke with internal combustion engine; showiii'g especially the valveloperatlng mechanism, 2 novel feature being theeliminetion' ofgearsto perform said function, also showing a governor inthe fiy vs heeliin sctioi-iel iew; r ,7

Fig; 2 is a se'ctional eljevetion through the ciigine, showing in particlilar'the novel link motion mechanism,

Fig. is la-"plui Pie. #1 isa transversesection 'at F F of! I .V v; 5 is a transverse sectioh'at GP-G or igiz. L j p 6 is aftransversesectioii atIi-.-H ofjF'ig: 3;.

Of the: c linden showing the valve linkage min-j ternal comblistion engine whereby anirilieryf ,exhaustpbrts may be installedfin the side View of F 1 aiid 22 v slifow iin g"the"positi6n ofthe hpis toii and the walls ofthe cylinder if 'desir'd, its-they would" craliiksh'aftmd link mechanism, at the end of the compression stroke and the start of the compression stroke sector of the power stroke. The arrow indicating the direction of rotation of the crankshaft.

Fig. 8 is a diagrammatic sectional view, showing the relative positions of the piston, crankshaft and link mechanism at the end of the power stroke and the start of the exhaust stroke. I V

Fig. 9 is a diagrammatic sectional View, showing the relative positions of the piston, crankshaft and link mechanism at the end'of the exhaust stroke and the start of the suction or charging stroke. The arrow indicating the direction of rotation of the crankshaft.

Fig. is a diagrammatic sectional View, showing the relative positions of the piston, crankshaft and link mechanism at the end of the suction or charging stroke and the start of-the compression stroke. n

' Fig. 11 is a diagrammatic chart of the four major movements of the crankshaft in com pleting the four cycles in one revolution of the said crankshaft; A indicating'between land 2 the power stroke sector of the revolution. B indicating, between 2 and 3, the exhaust stroke sector of the said revolution. C indicating, between 3 and 4 the suction or charg'ingstroke sector of the said revolution. D indicating, between land 1, the

lution.

Referring in detail to the characters of reference marked upon the drawings, '5 represents the cylinder of this horizontal four cycle type engine, in-which the piston 6 reciprocates, relative to the novel movement of the link mechanism connected to and located between the connecting rod 7 and the crankshaft 8. At this time it'may be well to note,

that while Ihave shown a horizontal stationary internal combustion engine using a gas fluid and electric spark ignition with a hit or miss governor, I can obviouslyuse a throttle and the piston strokes proportioned for use with fuel oils or equivalent, and said heavy oil internal combustion engine may be made for a vertical or a V shape engine and used to equally good advantage. In a vertical internal combustion engine having more than one cylinder I would merely have to set the cranks of the crankshaft at 120 degrees with each other, it being well known that each cylinder is practically independent of the other, so that the mere installing of a plu rality of cylinders will obviously appear to those skilled in the art and as the same is within my knowledge I am merely showing and describing a single cylinder internal combustion engine, as further description would be superfluous. I will state however that if I build a verticaltype internal combustion engine, employing my improvement, having more than one cylinder, I will install auxiliary exhaust ports in the side walls of the cylinder in which the piston reciprocates,

said revolocating said auxiliary exhaust ports so that they Wlll only be opened at the end of the power stroke A. Whether or not the said auxiliary exhaust ports will improve the scavenging of my cylinder 5, in View of the full scavenging stroke of my piston movement at the end of the exhaust stroke (which stroke position may be seen by referring to Fig. 9), I can not tell at this time without actual'experiment, but off hand it appears to mesaid auxiliary exhaust ports may help some. I merely mention these auxiliary exhaust valves to show that same is fully within my knowledge whether they are installed or not.

I have shown my improvement (applied to the Otto or four cycle internal combustion engine) in which the said four cycles are completed with one revolution of the crankshaft 8. By referring to Fig. 7, it will be noted that when thecrankshaft 8 is in position 1, a space 9 is maintained between the piston 6 and the cylinder-head 10. This position of the crankshaft 8 is the point 1 where the compression stroke D (see Fig. 11) ends'and the power stroke A starts. As the crankshaft 8v follows its direction of rotation (see arrow in Fig. 7) the piston moves downward, mov ing in turn the connecting rod 7. This action moves/the upper radius arm 11 through its arc to said upper radius arms extreme position 12 as shown in Fig. 8. Y The said upper radius arm 11 oscillates about a fixed point 13. This fixed point 13 is made by a pin connection 14 with the base 15. Theintermediate link 16 serves to connect the connecting rod 7 with the upper radius arm 11 and the king link 17 which is interposed to the crankshaft 8. By referring to Fig. 7 it will be seen that another lower radius arm 18, somewhat similar to upper radius arm 11, is-connected by a pin 19 to the said king link 17. This lower radius arm 18 moves about a fixed point 20 said point 20 being a pin fixed with the base 15. This lower radius arm 18 cooperates with the downward power stroke A of the piston connecting rod 7'and moves the direction of force to the crankshaft 8 through the king link 17. In this particular casethis said lower radius arm 17 moves through an arc of about 77 degrees during one complete revolution of the crankshaft 8,-while the upper radius arm ll moves through'..an arc .of about 49 degrees during the smile" revolution of the crankshaft 8. Figures 8 and '10 show the extreme movement of the lower radius arm 18, while Figures 8 and 9-show the extreme movement of the upper radius arm 11 The king link 17 is connected to the crankshaft 8 at the crank .portion 21 of 'the said crankshaft 8. By referring to the Fig. 8 you will note the extreme downward movement of the piston 6,,this point 22, relative'to the cylinder head 10, is the end of 'the power stroke A and the start gamma of the exhaust stroke B and hence the start piston 6, crankshaft 8, and the entire link mechanism without further description. Re-- ferring to Fig. 9, the piston 6 is shown at the end. of the exhaust stroke B. It will be noted that this upward movement is increased and the cylinder 5 is completely scavenged and to complete this said exhaust stroke B the crankshaft 8 has traveled through an additional arc of 71 degrees (making a total at this time of 234 degrees of arc of crankshaft movement to complete the power and exhaust strokes). To facilitate description I will again refer you to Fig. 9, to see the various positions of the piston 6, crankshaft 8, and link mechanisms at the end of the exhaust stroke B. By completely scavenging the cylinder 5, I obtain clean fresh gas for the ower stroke, unmixed with the residue of previous combustion. The position of the piston 6, in Fig. 9 is also the start of the suction or commonly called charging stroke C.

Fig. 10 shows the piston 6 atthe end of the charging stroke C (said piston 6 is now at its low downward point in this stroke and will travel upward from this point to the position shown in Fig. 7 The crankshaft 8 travels through an arc of 49 degrees to complete the charging stroke C (making a total at this time of 283 degrees of arc of crankshaft movement to complete the power stroke A, the exhaust stroke B, and the charging stroke C). The compressionstroke moves the piston 6, upward from the position shown in Fig. 10, to the extreme position shown in Fig. 7. The crankshaft 8 travels through an arc of 77 degrees to complete the compression stroke D, thus making the total revolution of the crankshaft to complete the four cycles or a total travel of crankshaft, relative to my description. of 360 degrees. By referring to the said Figures 7, 8, 9, and 10 it will be noted that I complete the said four cycles with one revolution of the crankshaft 8, and my link mechanism is so arranged that there is no dead centre in any point ofthe mechanism, also the said link mechanism travels closely along the proi cted axis of the cylinder 5 during the powerstroke A and the compression stroke D. I maintain a great economy of fuel by my completely scavenging the cylinder, as so clearly shown in Fig. 9,through the exhaust valve 23, thus obtaining clean, fresh gas, for the power stroke A, unmixed with the residue of previous combustion. And by having a short charging stroke C with consequent reduction in the temperature of the charge and resultant low compression necessary. These two said features coupled with the. Bong working stroke A utilizing the maximumrpowerof the-charge, and therefore-complete afterbucming etc, not only provideaa. great economy of fuel but result in 10w heat of the cylinder walls 24 thereby;

facilitatingair cooling- While I have just stated that I scavenge the cylinder (S through theexhaust valve 23 ,I wishto again: statethat I can; also provide additional exhaust valves or ports: in the cylinder wall atthe end of the power stroke A.. I wish to have noted at this: time that while in my above description have stated certain degrees: of are oftravelfor the crankshaft 8:to:accomplish1 the various cycles, it isobvious that said degrees of are travel may be varied without exceeding a total of 360 degrees, to suitwork;

My novel method of governing the engine may be readily seen. by referring to Fig. 2, and Fig- 1 ,of the drawings hereto appended. 'lih'eexhaust valve cam25'and the intake valve cam26" are secured to the crankshaft 8. These cams are designed for the hit-or-miss method in which charges of constant quality and volume of gas are admitted to the cylinder 5 at variable intervals, and the intake cam 26 is so disposed so as to cooperate with the governor mechanism 27 which connected to the flywheel 28, and is centrifugal in action, in other words it is agovernor 27 adapted to operate ona hit-or-miss principle. A carbumatter not shown is installed in the pipe line, which will have threaded connection with thepipe connection 29 that leads to the intake valve passageway 3O (see Fig. 6). The exhaust valve 31 during normal speed, is operated by the cam25,which actuates the push rod 31, that in turnmoves rocker arm On one end portion of the push rod 31 I provide a cam roller 33'. On the other end portion of said push rod 31 I provide a yoke and pin connection 34 which connects push rod 31 with the rocker arm 32. To make my valve operating mechanism clear it may be well to stateat tliistime, that I use theexhaust valve rocker arm 32 to co-operate with the intake valve rocker arm3'5 (see Fig. 6) in the operation of the intake valve 36 by the following method. The 'exl'iaust valve rocker arm 32 has an outward disposed arm 37 which is connected by a link 38 to the intake valve push rod 39. I make this novel arrangement so that when the engine speed increases, the centrifugal force caused by the flywheel 2S causes an action upon the bell crank 40, moving the swivel connecting'rod 41 outward, causing the bell crank governor arm 42 to pull bell-crank rod 43 downward, which action causes tension on the spring 54 and moves finger 44 into the notched end of the exhaust valve rocker arm 32 causing the exhaust valve 31" to remain open and at the same time this action ofthe exhaust valve rocker arm' 32 will also move the fingerend portion of the intake valve push rod 39' out of mesh with the notched end of the intake valve rocker arm causing the intake valve 36 to remain closed,,in other words, the valve 32 at all times during the said normal speed.

of the engine. But the intake valve rocker .arm, 35 will be actuated at all-times during the normal speed of the engine by the intake valve push rod 39 hitting the notched end of the intake valve rocker arm 35 directly from movement caused on said intake valve push rod 39 by the intake valve cam 26, and said push rod .39 will be caused to miss the notched end 45 of the intake valve rocker arm 35 by movement of the exhaust valve rocker arm 32 through arm 37 and its connecting link 38. During normal speed of the engine the exhaust valve 31 is actuated directly by the exhaust valve cam 25 through the exhaust valve push rod 31 and the exhaust valve rocker arm 32. Also it will be noted that at all times the exhaust valve and the intake valve are to be positively operated relative to each other.

A cam roller 33 is provided on the cam end.

portion of both

valve push rods

31 and 39 and like tension springs 53 serve to permit a sufficient bearing pressure of the cam rollers 33 upon the

cams

25 and,26. Compression springs 47 are located about the both intake valve stem and exhaust valve stem and said springs serve to overcome the weight of said valves and to provide the necessary valve action that same may be operated properly. The exhaust pipe will be directly connected to the pipe connection 48. I might state that finger 44 which is provided to mesh with the notched end of the exhaust valve rocker arm 32, pivots on a pin 49 which is secured to the bracket 50. Bracket 50 is fixed onto the engine body 51 and serves to support the exhaust valve rocker arm 32 and the intake Valve rocker arm 35 by means of a pin 52, said bracket 50 also serves as a guide for the valve push rods 31 and .39.

The construction of the cylinder head may best seen from Fig. 6. .It will be a casting containing the intake or admission passageway 30 and the exhaust passageway 55. It will contain a Water chamber 56 for cooling,

. and provision is made for plugs for the ignition system at 57. An outer circular ring 58 serves to secure the cylinder head 10 to the engine body 51 by means of bolts 59.

The engine body 51 is a cast unit comprising the base portion 15 and a cylinder end portion 62 which encloses the piston-cylinder 5, forming a water jacket 61 about the said piston-cylinder 5. By referring to. Fig. 2, it will be noted that the piston cylinder 5 is a removable unit. To insure watertightness between the said cylinder 5 and the engine body 51,.I provide a stuffing box and gland 63 at the base end portion 64 of the engine body 51. An opening 65 is made in the engine bod 51 to permit of adjustment of the stufl'ing box gland if necessary. The other end portion of the said cylinder 5 is madewaterti ht with the cylinder head 10 and engine body 51 by means of suitable gaskets and the tightenin of the bolts 59. I wish to have noted that a cored water jacket may be used with the piston cylinder and outer wall cast in one piece it so desired. The cylinder head bolts 59 have threaded engagement with the engine body 51. The'base portion 15 of the engine body 51 contains the crankshaft bearing boxes 66 and also bearing boxes 67 for the lower yoke link 18. The said bearing boxes 66 and 67 are cast integral with the engine body 51. Suitable bearing lugs 68 provide ample bearing for the link pin 14 which supports upper radius arm 11 with the engine body 51. Base lugs 60 serve to secure the entire engine on its foundation 69. Water pipes 70 are provided to supply and exhaust water from the water-jacket 61. While I have shown my base portion 15 of the engine body 51, more or less opened, it is obvious that said base portion can be well enclosed it so desired or entirely enclosed for that matter. The piston 6 and the connecting rod 7 are made of thewell lubricated. The connecting rod 7 transmits l the force from the piston 6 to the crankshaft 8 by means of the intermediate link 16 and the king link 17.

This king link 17 'will be about the same depth or thickness as the connecting rod 7. It'will contain holes to permit of connection by pin 71 with the intermediate link 16, and pin 19 for connection with the lower radius arm 18 and a hole for connection With the crankpin 21 of the crankshaft 8. About crankpin 21 I provide a cap 72 on this said king link 17 to facilitate assembling with the well known standard construction of the crankshaft 8. Because of its location and operation, the lower radius arm 18 will have its both arms 73 bearing directly on either side of the king link 17. See Fig. 4, for a clear view of the construction of this lower radius arm 18). Said lower radius arm 18 is secured to the base'portion 15 by pin 20. The intermediate link 16 serves to connect the connecting rod 7 and king link 17 and upper radius arm 11, it has two sets of

yoke arms

74 and 75, both sets of arms being in alignment and spaced apart the same distance as the said lower radius arm 18 (see Fig. 2 and Fig. 4 for a clearer description of link 16). A pin 76 connects the connecting rod 7 pin 13 and is connected to the intermediate link 16 by the pin 77. This radius arm 11 is U shape in formation and functions as a crank being similar in operation as the lower radius arm 18. Said upper radius arm 11 has two extending arms 78 spaced apart to bear directly on the outside of the intermec iate link 16. As I have stated before it will be noted by referring to Fig. 7, Fig. 8, Fig. 9 and Fig. 10 there is no dead centre in this combined link motion during a complete revolution of the crank shaft 8. The entire engine will be sufiiciently lubricated. In this design of engine I will use an electric ignition sys tem, but I can so arrange my design to use the Diesel type of prinicple in lieu of the electric ignition if so desired without departure from my improvement.

Having thus described my invention, what I claim and desire to secure by Letters Patent 1s 1. In an internal combustion engine, including a piston, piston rod and crankshaft, link and lever mechanism associated with said crankshaft and piston rod for causing a double reciprocatory movement of said piston during each revolution of said crankshaft, and means connected with said piston and said mechanism for varying the spacing between said piston rod and the crank pin of said crankshaft during the rotationthereof, said spacing being considerably reduced at the commencement of the fourth stroke of each cycle, whereby the angular relation of the link and lever mechanism and said connecting means is favorable for exerting a high compression force on said piston.

2. In an internal combustion engine including a piston, piston rod and crankshaft, a king linkconnected at its one end to the crank pin of said crankshaft, a lower radius arm pivotally mounted at its one end and connected with .said king link intermediate the ends thereof, an intermediate link member connected at its one end with said piston rod and at its other end with the free end of said king link, and an upper radius arm pivotally mounted at its one end and connected to said intermediate link intermediate the ends thereof.

3. In an internal combustion engine, a cylinder, a crankshaft journalled in pronounced offset relation with the axis of said cylinder, a lower radius arm pivotally mounted at its one end in a position below said crankshaft and intermediate the axis of said cylinder and said crankshaft, a king link connected at its one end to the crank pin and at its other end to the one end of an intermediate link member, the second end of said link be ing connected to said piston rod, and lever means so connected to said intermediate link as to cause a definite variation in the angular relation thereof during each revolution of said crankshaft.

4. In an internal combustion engine, a

cylinder, a crankshaft j ournalled in pronounced ofl'set relation with the axis of said cylinder, a lower radius arm pivotally mounted at its one end in a position below said crankshaft and intermediate the axis of said cylinder and said crankshaft, a king link connected at its one end to the crank pin and at its other end to the one end of an intermediate link member, the second end of said link being connected to said piston rod, an upper radius arm connected at its one end to said intermediate link at a point between the ends thereof and at its other end pivotally mounted at a position above and intermediate the crankshaft and the pivotal point of the lower radius arm.

ALBERT BENTLEY KING.