US2049631A - Engine cylinder liner - Google Patents

Description

Aug. 4, 1936. F. B. STEARNS ENGINE CYLINDER LINER Filed oq't. 11, 1952 INVENTOR. 50//0u ,5 1 ear/7S.

W0 BY Q12 6 W? MATTO NEYs Patented Aug. 4, 1936 A UNETED' STATES PATENT-OFFICE 2,049,631 ENGINE CYLINDER LINER I Frank Ballou s ams, Shaker. Heights, Ohio Application October 11, 1932, Serial No. 637,279

2 Claims. (01.123 53) This invention relates to improvements in engine cylinders, and more particularly to the construction of internal combustion engine cylinders.

It has been found desirable to provide liners in engine cylinders for various reasons." Wear may be compensated for by merely removing a liner and inserting a new one rather than by refinishing the cylinder walls. Initially the cylinder walls of the engine block need not be subjected to a fine finishing and hardening operation, and it is relatively easier and more economical to properly harden and finish the liner rather than the cylinder walls.

In an engine cylinder wherein the intake and exhaust ports are in the cylinder walls, it is relatively easy to properly shape a liner having apertures aligned with the said ports to present a minimum frictional. resistance to the ingress and-egress of air or gas.

Difiiculty has been encountered heretofore, due to the problem of providing a liner having the same coefficient of expansion as the cylinder block; consequently, excessive stresses have developed at the high temperatures encountered.

It is therefore an object of my invention to provide an engine cylinder adapted to have a liner removably inserted therein which has substantially the same coeificient' of expansion as the cylinder block.-

Another object of my invention is to provide an engine cylinder having a liner removably inserted therein, whereby a minimum of machin-v ing of the cylinder walls is required.

Another object of my invention is to provide an engine cylinder having intake and exhaust ports in the walls thereof and a removable liner or liners therein provided with aligned ports whereby a minimum of frictional resistance will be offered to the ingress and egress of gas.

Another object of my invention is to provide a liner for engine cylinders which may be easily inserted and removed from the engine block and which will remain in fixed position when inserted therein.

Another object of my invention is to provide a liner for engine cylinders which has a relative- 1y low coeflicient of friction.

Another object of my invention is to provide a liner for engine cylinders which has a relatively hardened surface.

These and other objects of my invention will become more apparent from a consideration of the drawing constituting a part hereof and in which like reference characters refer to like parts. v

Referring to the drawing:

Fig. 1; is a fragmentary medial sectional view of an engine; cylinder embodying my invention; 0 Fig. 2*is a'longitudinal sectional view of a cylinder liner which I may employ;

Fig. '3 is a plan view of the cylinder liner shown in Fig. 2;

Fig. 4 is a transverse sectional view taken 10 along the lines 4-4 of Fig. 1;

Fig. 5 is a transverse sectional view taken along the lines 5-.5 of Fig. 1.

Referring to the drawing, the cylinder generally indicated at l comprises an upper section 2. 15 and a lower section ,3, the upperv section being provided with intake ports 4, and the lower. section being provided with'the exhaust ports ,5. Thecylinder I is generally V-shaped with the apex of the V being disposed laterally and the 29 upper section 2 and the lower section 3 thereof diverging respectively upwardly and downwardly therefrom at an angle dependent upon the relative positioning of the engine crank shaft (not shown) and the cylinder, thus forming a continuous V-shaped open-ended cylinder.

The upper section 2 and the lower section 3 of the cylinder I comprise each a cylindrical bored portion 6, a coaxialreduced bored portion 1 forming therebetween a circular shoulder 8 30 and a coaxially bored convex portion 9 conforming to the crown of the piston. The convex portions 9 merge as indicated at-ll] and the cross-sectional area of a combustion chamber H formed there-between, thence progressively increases to the opposite wall l2 of the cylinder. The wall [2 forms one side of thechamber II and is relatively thick and projects into the cylinder to provide a suitable mounting for an injection nozzle I 3 adapted to supply fuel to 49 the cylinder.

A liner I4 is preferably press-fitted into the upper section 2, the downwardly extending end thereof abutting shoulder 8 and a radially extending flange l5 engaging a suitably machined .5 face H5 at the upper end of the section 2. The

. liner is preferably composed of a metal having the same coeflicient of expansion as the metal of the cylinder block so that there will be substantially nor stresses developed therebetween due to variations in temperature.

A relatively large air chamber I1 substantially encloses the upper section 2 of the cylinder and is joined to the intake ports 4 in the section walls by ducts 30 which extend generally downwardly from the chamber and are disposedgenerally tangentially of the section walls. Thus air which is supplied to the cylinder through ports 4 will have a cyclonic and longitudinal impetus inf the direction of the combustion chamber ll imparted thereto.

The liner i4 is provided with ports I! aligned with and complementary to the ports 4 of the cylinder. One side of the port I! is inwardly flared as indicated at 18 so as to complete the generally tangential curve of .the port 4 and thereby cause a cyclonic action to be imparted to incoming air with a minimum of frictional resistance.

The liners [4 are provided with generally rectangular slots I9, the bottom portions of which are inwardly flaring as indicated at 20, and provide lateral clearance for the usual connecting rod as the piston is reciprocated. A liner 2! is preferably press-fitted within the lower section 3 of cylinder l and is generally similar to liner M with the exception of exhaust ports 22, which are aligned with :exhaustports 5 of section 3. -As.il1ustrated in :Fig. 5 the ports 22 have the edgesiextendingradiallyratherthan one edge extending atangentiallyof the liner wall as the ports I! illustrated in Fig. 4. The ports 5 communicate with an exhaust manifold 23 which encircles section 3.

A suitable water jacket ::generally indicated at 24 surrounds the .major lDOIliiOIl Of the upper and lower cylinder sections :to ensure that the cylinder will be properly cooled.

Lubrication of the cylinder is preferably of the forced feed 'type and .a threaded aperture 25 is therefor provided in the cylinder walls adapted .to engage .a lubricant supply line and has leading therefromzaligned apertures 26 and 2.1 in the cylinder wall and liners M and 2| respectively. Reciprocating movement of the piston (not shown), in the liner together with the lubricant pressure provides an effective means of lubricating the :pistons.

Upon insertion-'of opposed pistons (not shown) which sealingly engage the .cylinder walls, the cylinder becomes aaclosed .cylincler except .f or the intake andexhaust ports and the injection :of a

nozzle. i

The liners il4 .andll preferably extenda sufficient distance .beyond a terminal point of the piston stroke to .ensure that the :piston at all times will be completely within the liner and preventing any abrasive action between the liner ends and the piston, and :also preventing any tendency of binding or'mis-alignment-therebetween. As previously pointed out, it is desirable that the liners havesubs'tantially the same coeflicient of expansion as the cylinder walls and for this reason liners composed of nickel alloy and a cylinder block of aluminum are preferably used.

The use of liners has various advantages as already pointed out such as being relatively inexpensive and easy to machine and properly harden as compared to a cylinder block, and wear is compensated for merely by removing and inserting a new liner. It is obviously desirable that relatively little friction be created between a piston and the cylinder walls, and for this reason metals offering relatively little resistance to movement therebetween are employed. The use ofa liner permits a metal having a relatively high coefficient of friction to be employed for the cylinder block and a metal having a relatively low coefficient of friction to be utilized in lining the cylinder walls, thus effecting economy of construction and operation without sacrificing anyadvantages. Although I have described embodiments of my invention, I contemplate. that numerous and extensive departures may be made therefrom without departing from the .spirit and scope of my invention-.01" .the appended claims.

Having thus :described my invention, what I claim .is:-

:1. Imaniinternallcombustion engine construction, .a pair :of .cylinderscommunicating at their innerends with a. common combustion chamber, a icyiinder liner telescoped into each cylinder from the outer end thereof, the walls of the combustion chamber intermediate the cylinders having annularshoulders overlapping and sealing the inner ends of the liners substantially to prevent application of explosion pressure to the inner ends of the liners in the direction to expel the liners from :the cylinders.

2. In an internal combustion engine-constructiona pair of cylinders communicating at their inner ends with a common combustion chamber,.a cylinder lliner telescoped into each cylinder from the outer end thereof by press-fitting it thereinto, .the .walls of the combustion chamber intermediate said cylinders having annular shoulders overlapping andsealing the inner .ends of .the liners substantially to prevent application of explosion pressure to the inner ends of the liners in the direction to expel the liners from the .cylinders, theliners being secured in the cylinders .solely .by. the friction of the press-fit thereof, and. the liners and cylinders being formed from metal having substantially the same :coeflicient of expansion to prevent looseningof the liners upon changes of temperature.

FRANK BALLOU STEARNS.

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