US1889650A - Internal combustion engine - Google Patents

Description

1932- J. c. FREDRICKSEN 1,839,650

INTERNAL COMBUSTION ENGINE Filed Sept. 7. 1927 s Sheqs-Sheet 1 INVENTOR ATTO R N EY NOV. 29, 1932. J, c I KSEN 1,889,650

INTERNAL COMBUSTION ENGINE Filed Sept. 7, 1927 3 Sheets-Sheet 2 INVENTOR ATTORN EY Nov. 29, 1932. J. c. FREDRICKSEN 1,889,650

INTERNAL COMBUSTION ENGINE Filed Sept. 7. 1927 s Sheets-Sheet 5 a -i 49 g: 58 L7 10 55 2 5 4; B's

c/o/m Cfiedricksen.

INVENTOR ATTO R N EYS Patented 'Nov. 29, 1932 PATENT OFFICE JOHN C. FREDRICKSEN, F GARY, INDIANA INTERNAL COMBUSTION ENGINE Application filed September 7, 1927. Serial No. 218,020.

This invention relates, to certain novel improvements in internal combustion engines and consists in arranging the operating parts thereof on the compound engine principle.

The salient object of my invention is to provide a construction for internal combustion engines whereby I shall be enabled to utilize part of the heated gases from an explosion in one cylinder in another cylinder wherein these heated gases may be permitted to expand and thus produce a motive action.

An object, ancillary to the foregoing, is to provide an internal combustion engine in which the cylinders are arranged in palrs for cooperative action.

Another object of the invention is to provide a construction whereby I shall be enabled to interconnect the cooperating cylinders at predetermined times during the cycle.

A further object of the invention is to arrange the device in such a manner that I shall be enabled to introduce air into one of the cylinders during a phase of the cycle.

A still further object of the invention is to arrange the device in such a manner that one of the cooperating cylinders may lag, in phase, behind the other in a fixed definite amount; for example, ninety degrees. And a still further object of the invention is .to arrange the pairs of cooperating cylinders in such a manner that they may be arranged so as to provide a multiple cylinder engine.

Other objects will appear hereinafter.

The invention consists in the novel combination and arrangement of parts to be hereinafter described and claimed.

The invention will be best understood by reference to the accompanying drawings,

showing the preferred form of construction and in which:

Fig. 1 is a side view of an engine, embodying a preferred form of construction for my ,3 inventlon, in wh1ch certain parts are shown in elevation and certain parts are shown in longitudinal section;

Fig. 2 is a view, on a reduced scale, taken a substantially on the line 2-2 on Fig. 1; I

Fig. 3 is an elevational end view of the engine looking at the right hand end thereof as viewed in Fig. 1;

Fig. 4 is an elevational view of the manifold construction;

Figs. 5 to 9, inclusive, are diagrammatic views illustrating the o eration of the engine and the positions 0 the valves and pistons during the first half of the four-stroke cycle; and

Figs. 10 to 14 inclusive are diagrammatic views illustrating the positions of the valves and pistons during the second half of the four-stroke cycle.

In the drawings, wherein the preferred embodiment of my invention is illustrated, I show an engine embodying a block 10 in which the cylinders are formed. A head 11 is secured to the block 10, by any suitable securing means, such as the bolts 12, and the gasket 13 is interposed therebetween for purposes well understood in the art. To the lower side of the block 10 the crank case 14 is secured, as by bolts 15, and the gasket 16 is interposed between the engaging portions.

In the crank case 14, at the ends thereof, bearings, such as 17, are formed in which the crank shaft 18 is rotatably j ournaled. Other bearings are provided in the crank case 14 and the cam shaft 20 is journaled in these hearings. The cam shaft 20 is operatively connected to the crank shaft 18 by a gear train 21 that is disposed extraneous the crank case 14 so as to interconnect the ends of said shafts. An idler gear is included in this gear train which is mounted on the stub shaft 19. The gear train 21 is arranged so as to connect the shafts for rotation in a predetermined ratio.

As stated, the cylinders are formed in the block 10. In the present instance a multiple cylinder engine is shown which includes explosion cylinders 22 and 23 and cooperating, orexpansion cylinders 22 and 23. These cylinders are arranged in pairs, as shown, each of the pairs including an explosion cylinder and an expansion cylinder, and the engine may comprise any desired number of .such pairs. Adapted for reciprocation in the explosion cylinders are pistons such as 24 and in the expansion cylinders, pistons such as 25 are reciprocally mounted. The

pistons 24 and 25 are connected to the aligned valves are provided for the explosion cylinders. In Fig. 2 the intake valve 28 for the cylinder 22 is shown and this valve is ada ted to be opened durin the intake phase 0 the cycle so as to esta lish communication between the intake passage 29 and the cylinder 22. The valve 28 is'opened by the action of the cam 30, on the cam shaft 20, which acts on the valve push rod 31 that is connected to the valve 28. The spring 32 is provided and is so mounted that it acts on the push rod 31 so as to hold said rod in engagement with the cam 30 and the spring also acts to hold the valve 28 against its valve seat 33. The exhaust valve 61 for this cylinder is opened by the push rod 34 which is actuated by a cam on the cam shaft 20. The cylinder 22' has an exhaust valve 62 which is opened by the push rod 35 that is actuated by the cam 36. The cylinder 22' also has an intake valve 63 which is adapted to be opened by the push rod 37,

that is actuated by cam 38, so as to permit air to enter said cylinder during a phase of the cycle. A further description of the valve is given hereinafter. It is to be understood that all of the foregoing mentioned cams are mounted on the cam shaft 20 and that said cams are formed and timed so as to function only durin the phase of the they are re ated;

In Figs. 3 and 4 the manifold construction is depicted. The intake manifold 39 which is in the form of a pipe is intended to be in communication with the passage 29 which, as stated, communicates with the combustion chamber in the cylinder at pre-determined times. The intake manifold is arranged to extend along the side of the engine and is intendedto communicate with each of the cylinders embodying an explosion chamber in the foregoing manner. This manifold is also connected to a carburetor 40 of approved design. The exhaust manifold 41 has branches 42 and 43 that are arranged so as to be in communication with the exhaust ports, and valves, of cylinders 22 and 22 respectively. The exhaust manifold may be similarly connected to the other cylinders and directed to a muflier or other outlet point. The air manifold 44 has a branch 45 directed so as to be cycle to which in communication with the intake port, and

In communication with the explosion chamber 46 of the explosion cylinder 22 a assage 48 is formed in the wall 47, that is tween the cylinders 22 and 22. The skirt of the pi-s ton 24 is arranged so as to embody an insert portion which provides a chamber 49 betliyeen this inset portion and the cylinder wa When the piston 24 is at the uppermost or compression point in its cycle the passage 48 establishes communication between the chambers 46 and 49. The lower end 50 of the passage 48 is disposed so as to lie approximately midway between the upper end of the piston and the edge 51 of the insert portion thereof when the piston has been moved downwardly by a forty-five degree turning of the crank shaft as shown in Fig. 6. Thus, during the remaining downward movement of the piston the portion 52 of the skirt will be disposed to prevent passage through the passage 43. This sealing action will be aided by the plston rings 53.

A port 54 is disposed in the wall 47 and is located such that the upper edge 55 thereof will be disposed in alignment with the edge 56 of the inset portion of the piston 24, when said piston has been moved downwardly by aninety degree turning of the crank shaft 18 (Fig. 7). The portion 57 of the skirt of the piston thus prevents passage into the port 54. Additional downward movement of the piston 24 establishes communication between the port 54 and chamber 49. A passage 58 through wall 47 establishes communication between port 54 and a port 59'that is in communication with the chamber 60 ofthe cyliiider 22'. A

The foregoing construction of ports and passages is provided in the wall between each of the explosion and expansion cylinders.

The rings 53 seal the chamber 49. Kings 61 are provided in the portion 57 of the skirt which also seal thechamber 49.

. Spark plugs 62 are provided in the explosion cylinders which are connected to a source of suitable electric current through an approved timing device.

The crank shaft 18 is arranged such that the throw or crank portion thereof to which the pitman 2 7 is attached is disposed at a angle with respect to the throw of crank portion to which the pitman 26 is attached. This construction is probably best indicated in the diagrammatic views 5 to 9 to which reference should now be made, as a description of the operation follows.

Referring particularly to Fig. 5 wherein the piston 24 is indicated in its uppermost position which in this instance indicates complete compression. Both the intake and exhaust valves of the cylinder 22 are closed at this point and the timin device heretofore mentioned functions at su stantiallv this time and causes an explosion of the combustible mixture in the chamber 46. This explosion heats the gases present in compressed form in chamber 46 and as is well understood the force of this explosion drives the piston 24 downwardly. As has been described the lower edge portion '50 of the passage 48 is disposed so that it lies substantially midway between the upper edge of the piston 24 and the edge 51 when the piston has moved fortyfive degrees downwardly. Therefore, the combustion chamber 46 will be in communication with the chamber 49 during the interval between the coincidence of edges 50 and 51 on the upstroke of piston 24 and the coincidence=of these edges on the downward stroke of piston 24 which will be a period of somewhat less than a 90 turn of the crank shaft. During this time a portion of the heated gases under high compression will enter the chamber 49 and will be effectively retained therein due to the sealing action of the piston rings 53 and 61. It is apparent that during the movement between somewhat less than forty-five degrees and ninety degrees the chamber 49 will be sealed and escapement therefrom is prevented. In Fig. 6 the relative positions between the pistons 24 and 25 after forty-five degrees of movement from the positions indicated in Fig. 5 is illustrated. In Fig. 5 it may be noted that the piston 25 is disposed so that the crank portion to which the connecting rod 27 is attached is disposed horizontally while the crank portion to which the connecting rod 26 is attached is disposed vertically. Direction of rotation is in the direction indicated by the arrows on F igs..6 to 9 and therefore when the crank shaft has moved as stated forty-five degrees the tops of the pistons 24 and 25 will be substantially parallel.

When the crank shaft has moved ninety degrees from Fig. 5 the parts will be in the relative positions indicated in Fig. 7 and it may be seen that the edge 56 is then in alignment with the edge and that the portion 57 of the skirt is still preventing communication between chamber 49 and the port 54. However, additional movement of the crank shaft 18 will cause the edge 56 to be moved below the edge 55 and therefore communication will be established between the port 54 and the chamber 49. Since the piston 25 is lagging ninety degrees behind the piston 24 it is apparent that it has reached its uppermost position at the time edges 55 and 56 come into alignment and therefore as soon as communication is established between the chamber 49 and the passage 54 the heated compressed gases in chamber 49 will pass through the port. 54, passage 58, and port 59 into the chamber 60 and the heated ases will expand and will therefore act on t e piston 25 to provide a motive action substantially similar to that caused by the explosion in the chamber 46.

The communication between the port 54 and the chamber 49 will be maintained durmg the time the crank shaft is moved from the ninety degree position to the two hundred and seventy degree position. When the one hundred and eighty degree position is attained the edge 51 will be in alignment with the edge 55 of the port 54 and therefore communication between chamber 49 and chamber 60 will be maintained. This condition is illustrated in Fig. 8. When the parts are in the position indicated in Fig. 8 the piston 25 has completed one-half of its downward movement and the piston 24 has completed its downward. movement entirely and is occupying its lowermost position.

The crank shaft will then move from the one hundred and eighty degree position to the two hundred and seventy degree position. During this movement it is obvious a communication will be maintained between the chamber 49 and the chamber 60. During this time it is obvious that the piston 24 is moving upwardly and when the two hundred and seventy degree position is reached it is apparent that the edge 56 will again be in alignment with the edge 55 and thus passage into the port 54 will be prevented by the portion 57 of the skirt of the piston 24.

The foregoing description describes the compound action which forms the most important part of my invention. Briefly, it consists of the usual explosion of an internal combustion engine and in storing part of the heated and compressed gases resulting from 0 the explosion-in a chamber and then after the piston which was actuated by the explosion has moved ninety degrees releasing these gases into another cylinder wherein they will tend to expand and act on a piston so as to cause further motivating action.

The'action of the various cams on the cam shaft 20 is as follows: When the pistons are occupying the relative positions shown in Fig. 5 the cams which actuate the exhaust and intake valves for cylinder 22 are on a dwell, while the cams which operate the intake and exhaust valves for cylinder 22 are on a rise and holding the last-named Valves open.

However, the cam 38 which actuates the in i take valve for the cylinder 22' is gradually receding on a rise and is holding this valve open. This cam'38 will not reach a dwell period until the piston 25 attains the position shown in Fig. 7. During the time elapsing between the positions shown in Figs. 7 and 8 all of the cams are on a dwell. lVhen the piston 24 starts to move from the position indicated in Fig. 8 toward the position indicated in Fig. 9 the cam which controls the action of the exhaust valve 61 for this linder acts on the push rod 34 to open t 1s valve and thus establish commumcation between the chamber 46 and the exhaust mamfold 41. This exhaust valve will remain open until the iston 24 attains a position similar to that in icated in Fig. 5.

When the parts start to move from the position shown in Fig. 9 the cam 36 Wlll act on the push rod to open the exhaust valve 62 for the cylinder 22 and thus establlsh communication between the exhaust manifold 41 and the chamber 60. The cam 36 W111 hold this valve 62 open until the istons attain a position substantially simi ar to that indicated in Fig. 7

During the time the piston 25 is mov ng to the uppermost position depicted in Fig- 7 the cam 36 is holding the exhaust valve open. At this time a rise on the cam 38 is reached and communication is established between the air manifold 44 and the chamber 60, and therefore air will be drawn into the chamber i which will greatly facilitate the scavenging thereof. During the time the piston 25 moves upwardly to move into the position depicted in Fig. 7, the cam36 opens the exhaust valve for the chamber 60 and the air which has been drawn thereinto will be forced tlgzrefrommnd therefore when the gases from t chamber 49 enter this chamber 60, said chamber 60 will be free of unused gases, and

therefore a more efiicient expansion of the gases from the chamber 49 will occur.

35 When the piston 24 starts to move from the just described positiomsubstantially similar to that indicated in Fig. 5, the cam 30 acts on the push rod 31 to open the valve 28 and thus establish communication between the intake manifold 39 and the chamber 46. This valve will remain open until the parts attain a position substantially similar to that indicated in Fig. 8 at which time the valve 28 will again be closed. At the time the parts start to move from the position indicated in Fig. 7 the cam '38 acts on the push rod 37 to open the valve 63 controlled thereby so as to establish communication between the air nianifold 44 and the chamber 60. This cam is so designed that it will hold this valve 63 open until the parts again attain the posi tion illustrated in Fig. 7 In other words, this cam is arranged to hold the valve 63 open during a complete revolution of the crank shaft 18.

It has been stated that the valve 28 would close at the time the parts attained a position substantially similar to that indicated in Fig. 8. Continued rotation of the crank shaft 18 will cause the piston 24 to again move upwardly and this will be the so-called compression stroke and all valves into the cylinder 22 will be closed and the piston will move into the position illustrated in Fig. 5 at 65 which time, as stated, the spark plug 62 funcby reason of the fact that the exhaust valve is open durin both u ward strokes of the piston 25, whi e the va ve controlling communication with the air manifold is open during one complete revolution of the crank shaft.

It is apparent that the gas engine I have described herein is of the four cycle type and the major difference between this engine and those of the prior art is the addition of the compound cylinder and the novel manner of permitting air to enter into this cylinder so as to cool the same.

While I have illustrated and described the preferred form of construction for carrying my invention into effect, this is capable of variation and modification, without de artmg from the spirit of the invention. I t erefore, do not wish to be limited to the precise details of construction set forth, but desire to avail myself of such variations and modifications as come within the scope of the appended claims.

Having thus described my invention what I claim as new and desire to protect by Let hers Patent is: i 1. An internal combustion engine including a body having cylinders therein, pistons reciprocable in said cylinders, the piston in one of said cylinders being arranged to provide a chamber between the skirt thereof and the walls of said cylinder, said body including a passage adapted to establish communication between the cylinder space above said piston and said chamber during and followmg an explosion of fuel in said cylinder in order to conduct gases from said explosion space into said chamber, said body including means for conducting the gases from said chamber into another cylinder for expansion therein so as to motivate the piston therein.

2. An internalcombustion engine including an explosion cylinder having a piston reciprocable therein, an expression cylinder having a piston reciprocable therein and adapted to lag behind said first mentioned piston a predetermined amount, said first mentioned piston including an inset portion at substantially the mid-point in the extent of the skirt thereof providing a chamber between the wall of said cylinder and said inset portion, said body including a passage adapted to establish communication between the space above said piston in said explosion cylinder and said chamber during and immediately following the explosion of fuel in said explosion cylinder, said passage being adapted to conduct gases from said .explosion cylinder into said chamber, and means for conducting the gases in said chamber to said expansion cylinder at a predetermined time for expansion therein so as to motivate the piston therein.

in internal combustion engine including an explosion cylinder having a. piston reeiprocable therein, an expansion cylinder having a piston reciprocable therein and adapted to lag behind said first mentioned piston a predetermined amount, said first mentioned piston including an inset portion at substantially the mid-point in the extent of the skirt thereof providing a chamber between the wall of said explosion cylinder and said inset portion, said body including apassage adapted to establish communication between the space above said piston in said explosion cylinder and said chamber during and immediately following an explosion of fuel in said explosion cylinder, said passage being adapted to conduct gases from said explosion cylinder into said chamber, means in said piston for preventing leakage from said chamber, said body including a passage adapted to establish intercommunication between said chamber and said expansion cylinder at a predetermined time, the gases from said chamber expanding in said cylinder so as to motivate the piston therein.

4. An internal combustion engine including an explosion cylinder having a piston reciprocable therein, an expansion cylinder having a piston reciprocable therein and adapted to lag behind said first mentioned piston a predetermined amount, said first mentioned piston including an inset portion at substantially the mid-point in the extent of the skirt thereof providing a chamber between the wall of said explosion cylinder and said inset portion, said body including a passage adapted to establish communication between the space above said piston in said ex plosion cylinder and said chamber during and immediately following an explosion of fuel in said explosion cylinder, said passage being adapted to conduct gases from said explosion cylinder into said chamber, said body including a passage adapted to establish intercommunication between said chamber and said expansion cylinder at the time the piston therein reaches its uppermost position, the gases from said chamber expanding in said expansion cylinder so as to force the piston therein downwardly.

In testimony whereof I affix my signature. JOHN C. FREDRICKSEN.

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