US2058526A - Internal combustion engine - Google Patents

Description

Oct. 27, 1936. PMA TANNER 2,058,526

t INTERNAL COMBUSTION ENGINE Filed Dec. 31, 1934 2 Sheets-Sheet 1 Oct, 27, 1936. P. A. TANNER I INTERNAL COMBUSTION ENGINE Filed Dec. 31-, 1934 2 Sheets-Sheet 2 D R A T E R lllll Patented Oct. '27, 1936 UNITED STATES.

V aosaszs mama cosmos-non ENGINE Philip A. Tanner, Wankegan, Ill., asslgnor to Johnson Motor Company, Wankegan, 11]., a corporation of Delaware Application December 31, 1934, Serial No. 759,862

Claims. (01. 123-73) This invention relates in general to an improvement in internal combustion engines and more particularly totwo-cycle engines in which oil is mixedwith the gasoline for lubrication of the 5 engine parts.

An important object of the invention is in the provision of means for improving the lubrication of an engine of this type.

A further object of the invention is to prevent l0 excess oil being carried into the combustion chamber and from fouling and interfering with the spark plugs.

Another object of the invention is in the provision of means for preventing excess oil from accumulating in the crank case 'and' for discharging it therefrom. V v

A still further object of the invention is in the provision of means for varying the lubricating conditions dependent upon throttle or spark (or both) adjustments.

In the drawings, Fig. 1 is a sectional view of a two-cycle engine embodying the invention;

Fig. 2 is another sectional view of the engine shown in Fig. 1 substantially at right anglesthereto;

Figs. 3 and 4 are detail sectional views showing the position of the valve for slow and high speed operation respectively; 1

Fig. 5 is a view, partly in section, showing an oil control valve connected for operation with a carburetor;

Fig. 6 is a plan view of an oil control valve connected for operation with the spark adjusting plate of a magneto; and

a carburetor control, and magneto controlling means all operated in conjunction.

When an engine of thistype runs at high speed a comparatively high ratioof oil to gasoline is 40 necessary for proper lubrication. The oil is carried along in the mixture of gasoline, vapor, oil globules and air, into the cylinder where the mixture is burned or carriedout through the exhaust port. Under the high temperatures de- 5 veloped by such operation the excess oil does not foul and short-circuit the spark plugs.

When the ordinary engineis then throttled and slowed down, less lubrication is necessary; the excess oil carried into the combustion chamber 50 is neither thoroughly burned nor scavenged through the exhaust port and it tends to collect or deposit on the insulator of the spark plug, causing short-circuiting of the plug, misfiring and stopping of the engine.

55 If a spark plug is used that will withstand the Fig. 7 is a sectional view of an oil control valve,

temperature conditions of high speed in full throt- 'tle without getting sufllciently hot as to cause preignition, then at slow speed and closed throttle it will foul and short-circuit. If a spark plug case 1 in which a crank shaft 8 is rotatable car- 15 rying crank discs or arms 9 connected by a crank pin II to which one end of a piston rod II is journaled, the other end of the rod being connected toa piston l2 reciprocating in the cylinder. 20

At one side of the cylinder casing is a. fuel inlet l3 leading from the crank case and terminating in a port or ports I 4 within the cylinder and at the other side of the cylinder isan exhaust port l5 for the exhaust gases. In the outer endof the cylinder is a spark plug I6 for igniting the charge which is admitted to the combustion chamber through the fuel passage l3 by a movement of the piston therein in a well-known conventional manner.

The present invention comprises a passage 20 formed in the wall of the casing and communicating with the end of the fuel passage l3 in the cylinder wall. This passage 20 communicates with a passage 2| formed in the crank shaft 8 and extending through one of the arms 9 and terminating inan open port 22 located centrally thereoi' in the crank case chamber.

Extending laterally from the passage 20 and opening at the periphery of the crank case cham- 40 her is a port 23 and located lnthe chamber at this position isa rotatable valve 25 having a stem 28 extending externally of the casing for rotational movement by means of an arm 21 attached to the stem, or any other suitable operating means, and the valve being movable by means of the arm either to close the port 23 and to open the passage 20 to form communication with the fuel passages l3 and 2| to the central portion of a the crank case, for slow speed operation as shown in Fig. 3, or to close the passage 20, opening the port 23 for direct communication with the fuel passage I 3 from the periphery of the crank case as shown in Fig. 4. With this construction the valve 28 opens a direct passage from the periph cry of the crank casing at high speed and with the throttle open, there is no excess oil under this condition as it-is carried out through the pascentrifugal force of the whirling mixture in the crank case to the outside thereof. At slow speed sage l3 to the cylinder. At slow speed with the throttle closed the fuel mixture is taken from the center of the'crank case through the passage 2|. The opening 22 of the slow speed passage 2| is located centrally of the crank case so that little oil will enter it as the oil'in the mixture is in relatively heavy globules which are thrown by ber 30' connected by. a passage 3| with the interior of the crank case having a ball valve 32 enclosed by a casing 33 and pressed to closing position by a spring 34. In the casing areoutlets 35 throughwhich 'oil from the interior of thecrank case may escape through the check valve. Whenevercompression takes place in the crank case and suflicient oil has collected therein to flow intothe passage 3| of the relief valve, a small portion of the oil, or other liquid, .is forced through the check valve andso out of the crank case. This oil is disposed of by .pipes leading from the casing 33 or the openings 35 thereof in any suitable manner.

In order to make the excess oil control entirely automatic and dependent upon either throttle or spark variation, or controlling all three together,

the stem26 of the control valve 25 is provided with an arm 40 (Figs. 5 and 6) attached by a set 'screw 5|, pivoted to one end of a link 42, and the other endof the link is pivoted to an arm 43 at- 45' tached to the throttle valve of a carbureter 44.

Or the engine may have a magneto with a rotating part aflixed to the shaft 8, and an adjustable armature plate 5| movable about the shaft by a projecting arm 52 to advance or retard the engine spark in controlling the speed. To this plate is pivotally connected one end of a 'link 53, the other'end being pivoted to an arm 54 connected to the control valve 25, so that the valve is opened and closed in accordance with the manual control of the engine speed by the operation of the arm 52. 3

Both the carbureter control arm 43 and the magneto speed control'plate 5| may be connected by their links 42 and 53 respectively to an operating arm 56 of the valve 25, as shown in Fig.

'7, for interconnecting these parts for joint and synchronous operation. The movement of one part correspondingly actuates all the others, but the normal manual operation is by the magneto plate arm 52.

This constructiontherefore provides a simple and efiective means for operation at'both high and low speed; suiiicient lubrication is provided for high speed operation; excess lubrication is prevented at low speed operation; fouling of the .spark plugs and the attendant difficulties are overcome; the collectionof superfluous lubrication or liquid in the crank case is avoided; and operation of the lubricant controlling means may u be entirely automatic and dependent upon other speed controlling means. Although the valve 25 is described as entirely open or entirely closed with respect to the port 23 and. the passage 20, it is obvious that it may be partially open to both of them by placing it in an intermediate position. The operation of this valve however will cause more efficient lubrication of the engine and therefore greater operating efilciency at the highest, lowest and intermediate speeds.

I claim:

1. A combustion engine-having a compression chamber and an explosion chamber, means forming a passage between the chambers with an entry at the periphery and another adjacent the center of the compression chamber, and one or more valves in the passages to control both entries to the passage.

. 2. A two-cycle, internal combustion engine comprising a-pre-compression chamber, a crank rotatable therein, an explosion cylinder, means forming a passage between the-chamber and the cylinder having an entry substantially at or in line with the center of the crank and another ontry at the outer periphery of the compression chamber and a valve in the passage for controlling the flow of a combustible mixture either from the center' or, the periphery of ,the chamber through the .passage to the explosion cylinder.

3. A two-cycle, internal combustion engine having a compression chamber and-an explosion chamber, means forming a transfer passage between the chambers with an oil carrying entry and an oil free entry thereto from the compression chamber, valve means to control the entries, an automatic drainage valve in the compression chamber, the valve permitting excess oil and other liquid to be ejected from said chamber due to pressure therein.

- 4. A two-cycle internal combustion engine having a compression chamber and an explosion cyling a crank case compression chamber and an explosion cylinder, a piston movable in the cylinder and a crank for the piston rotatable in the crank case, a'transfer passage between the chamber and the cylinder having means forming an entry substantially at the center of the crank case and another at the periphery thereof and valve .meansto 'control both entries to the passage for varying the amount of compressed charge which is taken from the center 'or from "the periphery of the 'crank case and thereby varying the lubrication carried with the fuel charge into the combustion cylinder.

6. In an internal combustion engine having a compression chamber, an explosion chamber, means forming a transfer passage between the chambers, a control valve in the passage, a magand a crank shaft mounted to rotate in the crank case and to tend to efiect centrifugal separation inder, means forming a transfer passage between of oil from gases therein, of a piston reciprocable in the combustion chamber and adapted to compress alternately the gases in said crank case and said chamber, said piston being operatively connected with the crank shaft, means providing a transfer passage leading to the combustion chamber and communicating at a plurality of points with the crank case, one .of said points being nearer than the other to the axis of the crank shaft, and valve means controlling communication of said passage with said crank case at at least one of said points.

8. An internal combustion engine comprising in combination a cylinder providing a combustion chamber, a crank case communicating therewith, a piston reciprocable in the cylinder to compress gases alternately in the combustion chamber and in the crankcase, a crank shaft with which said piston is operatively connected, said crankshaft being rotatable in the crank case and tending to effectcentrifugal separation of oil from gases contained in the crank case, means providing a transfer passage leading to said combustion chamber and provided with branches separately communicating with the ,crank case, one of said branches opening at a point adjacent the axis of said'crank shaft and another of said branches opening from the crank case at a point remote from the axis ,of said in the crank case, a crank shaft with which said piston is operatively connected, said crank shaft being rotatable in the crank case and tending to opening from the crank case at a point remote 1 from the axis of said crank shaft, and valve means forselectively controlling the communication of said passage with said crank case through one of said branches or the other, together with engine speed control means having advanced and retracted positions and a connection from said engine speed control means to said valve means for actuating said valve means to a position such that in the advanced position of the speed control means said valve means will place said passage in communication with the crank case through the branch opening remote from said crank shaft axis.

10. An internal combustion engine comprising in combination a cylinder'providing a combustion chamber,- a crank case communicating therewith, a piston reciprocable in the cylinder to compress gases alternately in the combustion chamber and in the crank case, a crank shaft with which said piston is operatively connected, said crank shaft being rotatable in the crank case and tending to effect centrifugal separation of oil from gases contained in the crankcase, means providing a transfer passageleading to said cornbustion chamber and provided with branches separately communicating with the crank case, one of said branches opening at a point adjacent the axis of said crank shaft and another of said branches opening from the crank case at a point remote from the axis of said crank shaft, and valve means for selectively controlling the communication of said passage with said crank case through one of said branches or the other, together with engine speed control means having advanced and retracted positions and a connection from said engine speed control means to said opens to the crank case adjacent the axis of said crank shaft.

PHILIP A; TANNER.

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