US2056567A

US2056567A - Engine

Info

Publication number: US2056567A
Application number: US46035A
Authority: US
Inventors: Charles W Dake
Original assignee: Individual
Current assignee: Individual
Priority date: 1935-10-21
Filing date: 1935-10-21
Publication date: 1936-10-06
Anticipated expiration: 1953-10-06

Description

vC. W. DAKE ENGINE Original Filed Deo. 5, 1930 3 Sheets-Sheet 1 Il!! Il.

ATTORNEYS Oct 6, 1936. c. wIDAKE 2,056,567

ENGINE Original Filed De. 5, 1930 3 Sheets-Sheet 2 l I 5 U/ I I U .l

| I l 5 UZ C U4 I' II I E (j I y I l I I I f I I l I I S2 I I f I l,1-` l,4 l X\ I I I l I I I l I l INVENTOR Ca/Ze/S Wafe B6 E5 g z;

ATTORNEYS @cn 6,1936. C. w. BAKE 2,056,567

' ENGINE Original Filed Dec. 5, 1930 3 Sheets-Sheet 5 INVENTOR Patented Oct. 6, 1.936

UNITED STATES PATENT orgies Refiled for abandoned application Serial No.

500,310, December 5, 1930.

This application October 21, 1935, Serial No. 46,035

6 Claims.

My invention relates to improvements in engines and has for one object to provide a new and improved means associated preferably with the engine piston adapted'when the connecting rod and crank are on dead center to apply a rotary force on the crank pin to overcome a dead center effect. Other objects will appear from time to time throughout the specication and claims.

My invention is illustrated more or less diagrammatically in the accompanying drawings, wherein- Figure 1 is a section showing the engine at dead center;

Figure 2 is a section showing the engine after the crank has progressed degrees from dead center;

Figure 3 is a detail section showing the positions for a 270 degree of the crank from dead center;

Figure 4 is a plan View of the piston;

Figure 5 is a section showing a modied form on dead center;

Figure 6 is a side elevation of the piston.

Like parts are indicated by like characters throughout the specication and drawings.

A is the engine cylinder, A-l the cylinder head. A-Z is the combustion chamber, A3 the spark plug. A-l is a valve. A-li is a gas passage controlled by the valve A-4 and A- is a valve tappet controlling the movement of the valve.

B is a piston reciprocating in the cylinder A, having a wrist pin B-l, a connecting rod B-2 pivoted thereon, the big end B-S of the connecting rod B-2 rotating on the crank pin B-4 on the crank B-5 of the crank shaft B--6.

Integral with the connecting rod B-2 is a lever C extending generally at right angles to the axis of the connecting rod. C-I is a sub piston slidable in the main piston B. It has a wrist pin C-Z and a connecting rod C-3 pivoted at one end on the wrist pin, at the other end on the toggle pin C-4 on the lever C.

Starting with the parts in the position shown in Figure 1, pressure in the combustion chamber A-2 tends of course to move the piston B down but until the crank has got beyond dead center, this pressure is resisted by the aligned crank and connecting rods. If the piston is on dead center when the pressure is applied the engine will not start. However, part of this pressure is applied to the sub piston C-L That sub piston tends to move downwardly with respect to the piston B and in its movement to rotate the lever C in a counterclockwise direction. This tends to rotate the connecting rod about the wrist pin B--l in a countedclockwise direction and so exerts a pressure on the crankrpin toward the right tending to cause the crank to rotate in a clockwise direct'ion,'thus the presence of the sub piston provides means for throwing the crank off the dead center position. The movement of the sub piston with respect to the main piston as shown in Figures 2 and 3 is comparatively slight. The cross sectional area of the sub piston in relation to the main piston is comparatively small and the change in l0 the size of the piston or gas chamber is therefore negligible and does not aiiect adversely the pressure conditions in the cylinder during the operating cycle.

In the modified form shown in Figure 5, inl5 stead of having a sub piston inside the main piston, I provide the main piston D and surround it by an annular sub piston D-l, the lever D-Z on the connecting rod having a ball end D-3 engaging a hardened ring D-l in the skirt of the 20 sub piston. Under these circumstances, of course, the sub piston tends to go down under pressure exerting the same kind of pressure on the lever to throw the connecting rod 01T dead center.

I have shown my invention as applied to an internal combustion engine. Obviously, it might equally well be applied to a steam engine and any means for providing fluid pressure to it, hydraulic, gas, steam or burnt gas whereby pressure tends to move the piston, falls within the terms 30 of my invention.

This application is a rei-lle oi my abandoned application No. 500,310, filed Dec. 5, 1930.

I claim:

1. In an internal combustion engine having a 35 cylinder, a piston, a crank, a connecting rod interposed directly between the piston and the crank, a lever rigidly connected to the connecting rod, a sub piston slidable in the main piston having its longitudinal axis eccentric to the longitudinal axis of the main piston and connecting rod interposed between the sub piston and the end of the lever.

2. In an internal combustion engine having a cylinder, a piston, a crank, a connecting rod interposed directly between the piston and the crank, a lever rigidly connected to the connecting rod, a sub piston slidable in the main piston having its longitudinal axis eccentric to the longitudinal axis of the main piston and connecting rod interposed between the sub piston and the end of the lever, the sub piston being adapted to have its working head substantially in the same plane as the working head of the main piston when the crank is at dead center. 55

3. In an internal combustion engine having a cylinder, a piston and a crank, a connecting rod interposed directly between the piston and the crank, a lever rigidly connected to the connecting rod, a sub piston sldable in the main piston and adapted to have its Working head substantially in the same plane as the working head of the main piston when the crank is at dead center.

4. In an internal combustion engine having a cylinder, a piston, a crank, a connecting rod interposed directly between the piston and crank, the cylinder having a combustion chamber bounded at one side by the piston, engine valves independent of the piston adapted to control oW of gas to and from the piston chamber, a sub piston mounted in the main piston, a lever arm rigidly associated with the main connecting rod, a sub connecting rod interposed between the lever arm and the sub piston, the relation of connecting rods, pistons and lever arm being such that when the crank is at dead center, the heads of both pistons are in substantially the same plane.

5. In an internal combustion engine having a cylinder, a piston, a crank, a connecting rod interposed directly between the piston and the crank, a lever rigidly connected to the connecting rod, a sub piston sldable in the main piston having its longitudinal axis eccentric to the 1ongitudinal axis of the main piston and connecting rod interposed between the sub piston and the end of the lever, the sub piston being adapted to have its Working head in substantially the same plane as the Working head of the main piston when the crank is at dead center, the sub and main pistons having plane heads perpendicular to the axis of the cylinder.

6. In an internal combustion engine having a cylinder, a piston, a crank, a connecting rod interposed directly between the piston and the crank, a lever rigidly connected to the connecting rod, a sub piston Vsldable in the main piston and adapted to have its working head in substantially the same plane as the working head of the main piston when the crank is at dead center, the sub and main pistons having plane heads perpendicular to the axis of the cylinder.

CHARLES W. DAKE.