US1905754A - Internal combustion engine - Google Patents

Description

April 25, 1933. J. scl-ucK 1,905,754

INTERNAL comsusnou ENGINE Filed July 25, 1929 52 59 a /0 5.5 V5 [/6 s 9." 60 a, m

4 J l7z/ 22 INV NT R M ATTOQZEY Patented Apr. 25, 1933 UNITE stars 'P T I E v J 'ACOB SCI-IICK, OF SOUND BEACH, CONNECTICUT, ASSIGNOR TO SGHICK DRY SHAVER,

. .INC ACORPORATIOLT OF DELAWARE INTERNAL COMBUSTION nnemn Application filed m 2'5,

This invention relates to an improvedin-' ternal combustion engine of the type that employs two cylinders operating side by side to operate a crank shaft at the same time. The construction allows 'ready'cooling by its increased area. r

The object of the invention is to provide a simple construction by which the control of intake and exhaust ports is easy and efficient, by which asingle sleeve in each cylinder is moved to control the inlet or outlet of either fuel or burnt gas, to simplify the connecting means between the piston and the shaft, to provide a simple and eflicient means for operating said sleeves from the shaft and to provide certain details of construction which will be hereinafter more fully described and finally embodied in the claims.

The invention is illustrated in the accompanying drawing in which Figure 1 is a section through two cylinders of an engine embodying my invention. Figure 2 is a sec tion of a modified form of the invention.

The engine comprises a series of cylinders arranged in pairs and this arrangement can be as desired but is preferably radial. In Figure 1, I show two of such cylinders at 10 and 11. These cylinders are usually secured in borings in the cylinder block 10. The cylinders have a cylinder head 12 which is common to both cylinders, is usually ar ranged at a distance from the inside connecting piece of the cylinders. In other words it bridges both cylinders and in conjunction with them forms a single combustion chamber. -The said chamber is shown at 13. The cylinder head carries the spark plug 1 1 to ignite the fuel compressed in the combustion chamber.

In each cylinder is a piston, the piston 15 reciprocating in cylinder 10 and the piston 16 in cylinder 11. The pistons move together to rotate the shaft 17. The pistons are shown as connected by a piston pin 18 which slides 1929. Seria1'No.380,849.

in. the slots 19 in the cylinder structure. The connecting rod 20 connects the pin "18 with the crank 21 of the shaft 17. The shaft 17 rotates inbearings 22 which ar'e'formed on'the cylinder block 10. i

The cylinders are each provided with a single sleeve for *controlling'the intake of fuel and the exhaust of the burnt gases." In the drawing the. intake cylinder 10 is provided with a sleeve 23. i The sleeve 23 has a port 24 which can be placed in register with the port 25 of the cylinder and which is connected by the inlet pipe 26 with theinlet manifold 27 This inlet manifold is prefer ably made annular to conveniently supply the radially arranged sets of cylinders.

The exhaust cylinder 11 is provided with a sleeve-28which has a port 29 which can be placedin register with theexhaust port 30 ofthe c ylinder'll. This-exhaust port opens to the atmosphere. T The cylinder 11 has its main exhaust port 31* connected to a manifold "ormufller 32.: This main'exhaust' is uncoveredby the piston16 when'the piston is atthe end of its expansion stroke. The sleeve 28 has a port 33 which uncovers theport 31 when the pis ton uncovers it butcloses it when the piston;

is. on its suction stroke. 1

' 'Eachsleeve is operated through a cam, the

sleeve'23. by the cam3et and the piston 28 by-the cam 35. The cams have slots that'actuate rollers at the bottom of the sleeves. The cams operate at half the speed of the shaftl'? and the means'shown for accomplishing'this comprise the spur gear 37,'the small pinions 38, secured on the bearings-22, and the internal gear 39. The gear 37 is fastened to the shaft 17 and the gear 37 is'r otatable on the shaft 17. The gears 39 are preferably made in the same piece or secured to the cams 3e and 35 which operate the roll-:

ers 36 and'the studs 40 to move'the sleeve longitudinally in their respective cylinders.

extended to form a sleeve 41 which carries the propeller support: 42. Anti-friction bearings can be employed where thought desirable to reduce the friction of the parts.

In the operation of this engine the port 25 is opened by the port 24: on the intake or suction stroke and closed on the compression stroke. At the completion of the compression stroke the spark plug 14 ignites the fuel mixture, and both pistons are propelled simultaneously to rotate the shaft 17 by the connecting rod 20. pansion stroke the main exhaust port 31 is opened by the piston 16 and sleeve port 33 and the major part of the heat-and'the noise are released into the muflleror manifold 32. On the exhaust stroke of the pistons the scavenging of the cylinders is completedby the opening of the exhaust port 30 .by the port 29. This is done with practically no back pressure as most of the gases have been previously released through port 31?. Then, the pistons again start on their intake stroke with port 230 closed and'tlie port 25 open.

The cylinder head and both cylinders form a single combustion chamber and remain open to each other asthe sleeves are cut down or inclined as at 46 in order to keep the minor sides of the sleeves from riding above the top of the wall 47 which separates the cylinders.

The use of two smaller cylinders instead of a large single'eylinder allows a readydi'ssipation of heatthrough the fins 48 placed around the cylinders preferably on the sleeves 49. The compression-can be brought to a high ratio and the propagation of the flame after ignition is completed quickly. The heat is released at a point removedfrom the combustion-chamber and is therefore not concentrated at the top of the cylinders.-

In Figure 2 Ishow a modified form of engine in which the cylinders 10 and 11 are supplied with poppet valves in :lieu of the sleeves. .The valve 50 is the inlet valve and is operated by the valve mechanism 51 operated by push rod 52 and the cam 53. .The cam .53 is on the cam shaft- 54 operated at half the speed of theshaft 1 7 by the gears 5 5and 56. The exhaust valve is shown at '57 and is actuated by the valve mechanism 58, Elie rod 59 and the cam 60 on the camshaft The valvesare placed in the cylinderheads and give adequate space for a prompt charging of the cylinders anda-free and extensive exhaust of the burnt gases.

In this engine I have overcome the difli culties caused by the overheating of valves and the delay in clearing the cylinder of burnt gases. The L-head and T-head are,

ra-ngement of valves have been supplanted by overhead valves. After these have prov-iv en insuificient the larger valve area. desired hasbeen aided bydual valves in the-head At the end of the ex and in some cases to the extent of triple exhaust valves. This of course multiplles parts such as rods and cams and springs and these in turn are potential causes of engine failure in airplanes.

I have supplied either a single sleeve in the cylinder or a large valve in the head of the cylinder and a main exhaust uncovered by the piston at the end of the stroke. The exhaust is thus complete and without concentration of heat.

I claim:

An internal combustion engine comprising a pair'of cylinders side by side with a partition between them which partition *terminates short of the end of the cylinders, a

single fiat cylinder head bridging both cylinders and co-operating with the end of the partition to form-a combustion chamber, pistons in the cylinders, and sleeves in the cylinders and surrounding the pistons, the cylinders-having ports controlled by the sleeves, said sleeves ihaving inclined ends whereby the-sleeves at the outer sides areat the end of the cylinder and .attheir inner sides at the top of the partition.

Intestimony whereof I aflix my signature.

JACOB SCHICK.

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