US2474631A

US2474631A - Internal-combustion engine

Info

Publication number: US2474631A
Application number: US679659A
Authority: US
Inventors: Cleveland H Jelley
Original assignee: Individual
Current assignee: Individual
Priority date: 1946-06-27
Filing date: 1946-06-27
Publication date: 1949-06-28
Anticipated expiration: 1966-06-28

Description

June28, 1949. c. H. JELLEY INTERNAL-COMBUSTION ENGINE 6 Sheets-Sheet 1 Filed June 2'7, 1946 INVENTOR. C/eve/a/a cZd/ey BY [9 W feym C. H. JELLEY INTERNAL- COMBUSTION ENGINE June' 28, 1949.

Filed June 2'7, 1946 6 Sheets-Sheet 2 INVENT0R.I U/ezze/aydf/Jefley BY EMZ/LMTW H7771? June 28, 1949.

6 Sheets-Sheet 3 Filed June 2'7, 19.46

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6 Sheets-Sheet 4 Filed Julie 27, 1946 6 Sheets-Sht 5 c. H. JELLEY INTERNAL- COMBUSTION ENGINE June 28,1949.

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c. H. JELLEY INTERNAL- COMBUSTI ON ENGINE -6 Sheets-Sheet 6 Filed June 2'7, 1946 ZEnQEku 9:3

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Patented June 1949 v UNITED STATES 1 PATENT ormer: a

INTERNAL-COMBUSTION menu:

Cleveland H. Jelley, Detroit, Mich. Application JnneZ'I, 1946, Serial No. 879,659

This invention relates to internal combustion engines.

One objectof this invention is to provide. an internal combustion engine wherein the explosive power is applied to a pair of pistons in each cylinder moving in opposite directions, thereby requiring only half the strokefor each piston as compared with aconventional engine and also enablingthe pistons and their connecting rods and other moving parts to be made with the same total weights so as to effect perfect balance of the crankshaft, pistons and connecting rods. and substantially eliminate pressure or thrust on the main bearings and crankcaseother than actual power torque.

Another object is to prov ide an internal combustion engine, asset forth in the preceding object, wherein the conventional cam shaft is eliminated entirely and each cylinder or set of cylinders, if a radial set, is provided either with a cam formed upon one cheek of the crankshaft or a cam mounted directly upon the crankshaft, the camin either case engaging a cam follower connected to a valve which at least controls the intake of fuel and also, if desired, the exhaust of the exploded gases, as ina four-cycle engine.

Another object is to provide an internal combustion engine, as set forth in the preceding objects, which may be constructed with any desired number of cylinders and with any desired apportionment of these cylinders radially or in line, or in a plurality of sets of radial cylinders arranged in line, thereby enabling the use of an uneven number of cylinders and eliminating the synchronism of revolutionand power impulses so as to result in substantially vibrationless operation. l

Another object is to provide an internal combustion engine, as set forthin the object immediately preceding, wherein the crankshaft may be made much shorter than in a conventional en- 9 Claims. (Cl. 123-40) Another object is to provide an internal combustion engine, as set forth in the preceding obwith a single piston in each cylinder, hence requiring, only half the angularity of the connecting rods and accordingly enabling the stroke to be unusually long in proportion to the bore as contrasted with the conventional engine, without unduly increasing either the angularity of i the connecting rods or resulting in an excessive piston speed.

Another object is to-provide an internal combustion engine, as set forth in the preceding objects,,which by reason of its dual stroke construction, reduces piston slap and provides subgine and only about half the diameter thereof for b the same length of stroke, and consequently also enabling a correspondingly short crankcase to Another; object is toprovide, an internal combustion engine as set forth in the preceding objects wherein the short throws and large diameters of the bearings capable of being used make it possible to provide an oil passageway running through the centerline of the shaft or, in the case of aircraft engines for combat duty, for providing a rifled borezthrough the center of the crank-- shaft for the firing of machine gun bullets or cannon shells.

stantially perfect balance of the moving parts. hence enabling the attainment of a power curve peak considerably higher than in a conventional engine because of the lower consumption of power required to overcome the inertia of reciprocating parts and thereby enabling the attainment of more power impulses in a given period of time, so as to produce amore powerful engine than conventional engines of a given size and weight. Another object is to provide an ignition device for internal combustion engines wherein the igniter, such as a spark plug, is brought into communication with the explosion chamber only at the instant of the explosion, thereby protecting its electrodes and enabling longer life thereof at a greater operating efficiency.

Another object is to provide an improved fuel gas distributor having a free rotating impeller which keeps the gases in motion even while the valves are closed, so that the gas is not, required to start and stop its motion periodically as in the conventional engine.

Another object is to provide an internal combustion engine, as set forth in the preceding objects, wherein an auxiliary chamber is provided for receiving the incoming fuel gas and for transferring it to the explosion chamber after being pre-cornpressed.

Another object is to provide a four-cycle internal combustion engine of the type set forth 3 roller, a valve being connected to'the cam follower for reciprocation thereby.

Another object is to provide a four-cycle internal combustion engine of the type set forth in the object immediately preceding, wherein the valve consists of a hollow plunger with longitudinally spaced ports timed to communicate with intake and exhaustmanifolds in a prearranged cycle of operations.

Another object is to provide'a two-cycle internal combustion engine of the type set forth in the preceding objects, wherein there is only one cam required for each cylinder or cylinders if located radially, this cam being either formed on a check of the crank shaft or mounted thereon and engaging and actuating a cam follower or roller which is not required to shift laterally to operate the valve connected thereto to properly control the intake of fuel gas, the exhaust of the exploded gases being disposed of by cooperating ports in the outer piston and cylinder.

Figure 1 is a side elevation, partly in longitudinal vertical section, of a four-cycle internal combustion engine according to a preferred form of the invention, with the outer and inner pistons at the instant of commencing a compression stroke; s

Figure 2 is a cross-section through the center line of the cylinders taken along the line 2-2 in Figure 1;

Figure 3 is a cross-section; partly in end elevation, taken along the line 33 in Figure 1 and showing details of the valve and cam construc-,

tion;

Figure 4 is a cross-section through the crankcase taken along the line 4-4 in Figure 1, showing details of the cam follower shifting mechanism;

Figure 5 is a horizontal section taken along the line 5-5 in Figure 1, showing further details of the cam follower shifting mechanism shown in Figure 4;

Figure 6 is a vertical section taken along the line 6-6 in Figure 5;

Figures 7, 8, 9 and 10 are fragmentary diagrammatic views showing the position of the operating portions of the cam follower shifting mechanism at the beginning of the compression, explosion, exhaust and intake strokes respectively;

Figure 11 is a diagrammatic front elevation of the cam structure showing the relationshipof the various portions thereof to the various strokes in the engine cycle;

Figure 12 is a vertical section taken along the line l2-i2 in Figure 11;

Figures 13, 14, 15 and 16 are diagrammatic vertical sectional views showing the positions of the moving parts at the beginning of the compression, explosion,- exhaust and intake strokes respectively of the four-cycle engine shown in Figures 1 to 12 inclusive;

1 Figure 17 is a longitudinal vertical section through one cylinder of a two-cycle internal combustion engine similar in principle to the fourcycle engine shown in Figures 1 to 16 inclusive, with the outer and inner pistons at the instant of commencing a compression stroke;

Figures 18, 19, 20 and 21 are diagrammatic vertical sectional views showing the positions of the moving parts at the beginning of the compression, explosion, exhaustandintake strokes respectively of the W0 cycle engine shown in Figure 17;

Figure 22 is a diagrammatic front elevation of the cam in the two cycle engine of Figures 17 to 4 21 inclusive, showing the relationship of the various-portions thereof to the various strokes in the engine cycle;

Figure 23 is a topv plan view of an improved fuel gas distributor employed in connection with the internal combustion engine of this invention, either four cycle or two cycle; and V Figure 24 is a vertical cross-section through the fuel gas distributor shown in Figure 23, taken along'the line 24 therein.

Four-cycle engine of present invention Referring to the drawings in detail, Figures 1. 2 and 3 show a four-cycle engine, generally designated Ill according to a preferred form of the invention and including a generally designated crankcase assembly ll, valve assembly i3, crankshaft and cam assembly l4 and cam-operating assembly II respectively. The crankcase assembly ll (Figure 2) preferably consists of a lower half or sump l6 having a anged edge I! bolted as at it to the lower edge I! of the upper half 20. The crankcase assembly Ii includes partitions or bulkheads 2| in the form of webs containing bearing bosses 22 with bearing bores 23 in which are iournaled the main bearing portions 24 of the crankshaft 25. The crankshaft 25 is formed with sets of crankpins for each radial group of cylinder assemblies i2 (Figure 2), each set consisting of a central crankpin 26 disposed on one side of the crankshaft center line or axis of rotation 21 and a pair of crank pins 28 on either side of the crank pin 26 and disposed on the opposite side of the center line 21' thereof, these being. interconnected by crank webs 29. The crank pins 28 are also connected to the crank shaft 21 by crank webs 30.

Mounted on each crank pin 26 is the journal portion 3| of a primary master connecting rod 32. The journal portion 3| consists of upper and

lower halves

33 and 34 bolted together as at 15, the upper half 33 being provided with radially extending lugs or ears 35 carrying pins 31 to which are connected the lower ends of subsidiary connecting-"rods ll. The upper ends of the connecting

rods

32 and 26 are enlarged as at 39 and provided with bores ,46

engaging wrist pins 4L (Figure 1) which in turn] engage opposed aligned bores 42 in the internal bosses 43 of the inner pistons 44. The latter are provided with skirts 45, heads 46 and

piston rings

41 and 48, the latter being as many or as few as desired. 1 I

Mounted on each of the side crank pins 28 is a similar secondary master connecting rod 40 having a journal pin 28 and lugs or ears 5| (Figure 2) carrying pins 52 to which are connected subsidiary secondary connecting rods 53. The upper ends of the connecting rods 49'and 52 are enlarged as at 54 and bored as at 55 to engage pin-like lugs 56 (Figure 1) integral with and extending axially in opposite directions from the oppositely directed cross head portions 51 onthe lower ends of the outer pistons 58. Threaded into the lugs 56 are retaining bolts 56a having retaining washers 51a for the connecting rods 49. The outer pistons 56 are of cylindrical form with bores 59 in which the inner pistons 44 aremounted for reciprocation. The outer pistons 56 are provided with heads 60 and sidewalls ii, the latter containing an ignition port 52 near the head 50 for exposing the electrodes of'a spark plug at the instant of ignition, as will subsequently be described. The port 52 may be of any outline desired, being cylinder assembly i2,v

respectively (Figure 2) portion 50 engaging the crank I is reciprocabiy mounted in a bore 84 in the inner i wall 85 of the cylinder 88 oi the cylinder assembly I2, this being provided with an outer wall 81 and a water jacket or 'chamber 88 therebetween.

The

cylinder walls

85 and 81 are interconnected bya boss 88 having a threaded bore I8 for receiving a conventional spark plug 'II having electrodes 12. The inner end of the bore I8 communicates with and is exposed by the port 82 when the outer cylinder 58 is at the bottomof its down stroke in the firing position. This con-' struction exposes the spark plug electrodes only at the instant of ignition and covers them at all other times except that, the bottom of the down stroke of the exhaust stroke of the outer piston 58, thereby protecting the electrodes from fouling and corrosion and increasing their life and efllciency, particularly in aircraft engines. The

spark plugs II are connected to a conventional ignition system including a timer and distributor lower transverse partitions or

bulkheads

88 and 81, the partition 88 forming with 'the side walls 88 thereof an exhaust chamber 88. The latter I is provided in'one wall portion with a port I88 adapted to register with the port 88 and in its operatively connected to the crankshaft 21. The 1 details of this system form'no part of the present invention and any suitableconventional system maybe employed. The outer piston 58 near its head 58 is provided withone or more piston rings I8. 4

The cylinders 86 at their lower ends are flanged as at I4 and secured to the upper half 28 of the crank case assembly I8 by bolts I5. The upper crankcase half 28 for the three radial cylinder design shown in Figures 2 and 3 is pro- .vided with longitudinal flat wall portions I5 inclined at obtuse angles to one another (Figures i the lower ends of the cylinders 88 and have downwardly extending guide arms183 with inwardly facing parallel guide surfaces 84 for thereception of the crosshead portions 51 on the lower ends of the outerpistons 58. The crosshead portions 51 have parallel side walls spaced apart the same distances as the separation of the guide surfaces 84 so as to be guided thereby while reciprocating therein. This construction prevents the turning of the outer cylinders 58 while they are reciprocating, thereby preserving the proper alignment of the ports 88. i t v i 4 i The outer cylinder 58 at the upper end of its stroke has its head 88 spaced apart from the corresponding head 85 of the cylinder 88 so as to provide a pre-compression chamber 88 therein having a port 81 in the side wall thereof opening intoa passageway 88 leading to a port 88 in a cylindrical valvebore 88. Similarly, the port 88 opens into a port 8| and passageway 82 leading to aport 88 in thevalvebore 88. The outer and inner pistons 44 reciprocate toward and away from one another so as toprovide an explosion chamber or main chamber 84 between the opposing

heads

48 and 88 adapted to communicate to register with a port I82 leading to the exhaust passageway I88 in the exhaust manifold I84, the latter being bolted as at I85 to the valve housing portion I88 projecting laterally from the cylinder 88 and forming a part of the valve assembly II. The upper chamber or intake chamber I8'I of the valve member 85 is provided with a port I88 in the side wall 88 above the partition 88 and adapted to register with the port 88. The upper end of. the valve member 85 is provided with an internal bore I88 engaging the outer wall of a tubular member II8 having a flanged upper end III seated in an annular recess H2 in the upper end of the valve bore 88. A coil spring I I8 is mounted in the space between the i is bolted as at I" (Figure 3) to the top II8 of through the port 81 with the prei-compression' chamber 88 when the outer cylinder 58 is atthe 4 top of its stroke (Figure l).

Reciprocably mounted in the valve bore 88 is a tubular valve member having upper and 75. block I84 is provided with an approximately ellipthe crankcase web 2 I.

the valve housing portion I 88. I

The side wall 88 of the tubular valve member 88 is provided immediately beneath the lower partition 81 with oppositely disposed elongated slots II8 through which extends a bridge mem ber I28 having ports I2I therein. The bridge member I28 serves as an abutment for the upper end of acoil spring I22 and also to prevent rotation of the valve member 85. The lower end of the coil spring I22 engages the shouldered portion 801 below the slots H8 and urges the valve member 85 downwardly. The outer ends of the bridge memberI28 rest upon the surfaces I8 of the upper crankcase halves 28 and are received in recesses-I128 in the lower ends of the valve housing portions I86 (Figure 1).

The upper crankcase half '28 is provided with bores I24 aligned with and 0f the same diameter as the valve bores 88 so as to form, in effect, continuations thereof for reciprocably receiving the tubular valve members 85. The lower end of eachvalve member 85 is provided with downwardly directed arms I25 having aligned transverse bores I28 in which are mounted the opposite ends of an axle I21 carrying a roller or cam follower I28 which is loosely rotatable and slidable thereon. The roller I28 is provided with a hub I28 having an annular groove I88 for receiving the opposite ends of a shifting yoke I8I of hollow rectangular construction (Figures 1, 5 and 6) which in turn has an arm portion I82 extending through a rectangular aperture I88 in i The arm portion I82 terminates in a slide block I84 of approximately rectangular outline mounted for horizontal reciprocation in a guideway or groove I85 formed in.a guide bracket I88 (Figure 4) having a flange I81 boltedas at I88 to the underside of the upper crankcase half 28. The guide groove I85 is partiallyvclosed by a plate I88 bolted as at I48 to the bracket I88 and having .a bore I4I therein for receiving one'end of a shaft I42. The slide along its axle I28.

as-near 7 tical opening I48 having arcuate portions I44 engaged by the opposite'ends of a rotating arm I45 forming a part of the shaft I42. Beyond the arm I45, the shaft I42 passes through and is journaled in a bore I45 in the bracket I85 and has secured to its opposite end as at I41 the hub of a spiral worm gear I48. The latter meshes with a spiral worm I49 mounted on and driven by the crankshaft 25. The worm I49 and worm gear I48 are so proportioned that when the crankshaft 25 rotates, the driving connection formed by the spiral worm I49 and worm gear I48 causes the shaft I42 to rotate at half the speed of the crankshaft 25', thereby rotating the arm I45. As the latter rotates, it alternately engages the arcuate portions I 44 of the opening I49, causing the slide block I94 to reciprocate, thereby shifting the cam follower or roller I28 intermittently to and fro The cam follower or roller I28 engages a dual cam I58 (Figures'll and 12) having cam paths II and I52 side by side and provided with a bore I53 and a keyway I54 by which it is keyed as at mas m are connected. The lntake manifolds the casing chamber I55 to the crankshaft 25. The cam path I5I is provided with a circular dwell portion I55 passing through a cross-over portion I51 to a raised exhaust operating portion I58 of larger diameter than the dwell portion I55. On the otherhand, the cam path I52 is provided with a dwell portionv I59 connected with the cross-over portion I51 and of the same diameter as the dwell portion I55. The dwell portion I59 is connected to an intake operating portion I58 which is of smaller diameter than the dwell portions I55 and I59. The proportionate lengths and heights of the various cam portions will, of course, depend on the particular design of engine. In one design, for example, the portions I58 and I58 were provided with a one-half inch rise. and fall respectively, with a dwell of approximately 150 degrees, thereby providing a transition or blend of about 30 degrees from rise or fall. The shift of the cam follower or roller I28 takes place of course at the cross-over point I51.

Rotary fuel distributor has been a serious one, due to the fact that the fuel gas starts and stops motion every time one of the intake valves opens and closes. This starting and stopping of the motion of the gas many times a second prevents the highest emciency being obtained ii an engine, particularly at higher speeds.

In order to overcome this problem, the present invention provides a rotary fuel distributor generally designated I5I (Figures 23 and 24) whereby the fuel gas is maintained continuously in motion while the engine is running, regardless of the opening and closing of the intake valves. This rotary fuel distributor I5I may be used either with the two-cycle or four-cycle type of engine, and is especially useful in the two-cycle type. The rotary fuel distributor I5I consists of a generally circular casing I52 having upper and lower halves I53 and I54 bolted together as at I55. The casing I52 is provided with a hollow annular peripheral chamber I55 formed between the oppositely curved portions I51 and I58 of the upper and lower casing halves I53 and I54. Arranged at intervals around the periphery of the curved portion I58 of the lower casing half I54 ports I 58' (Figure23) to which the intake maniand opening into the chamber I 55 are I III are positioned to lead tangentially away from I55 so as to enhance 'theflow of fuel gas thereto from said chamber I88.

The lower casing'half I54 is provided with a central boss I18 having a socket or recess III in which is journaled a shaft I 12 freely rotatable therein. The shaft I12 is shown, for purposes of simplicity, as having'plain bearings whereas in actual practice conventional anti-friction bearings would be'used. The shaft I12 is also shown as provided with an annular shoulder I13 forming a thrust surface, whereas in actual practice an anti-friction thrust bearing of a conventional type would be used. Such bearings are commercially available and their details form'no part of the present invention. Mounted on the upper end of the shaft I12 is an impeller or rotor I14 having a socket I15 in the'center thereof for receiving the shaft I12. The rotor I14 consists of a hub I15 having spiral vanes I11 radiating outwardly therefrom and terminating in enlarged approximately circular end portions I18. The upper casing half I53 is provided with a central axial conduit portion I19 having a flange III with bolt holes I8I for attachment, to the main intake manifold leading thereto from a conventional carburetor (not shown). I

The rotor I14 is thus freely rotatable in its bearing recess I1I, rotation being accomplished by the suction produced in the various intake manifolds II5 through .the ports I59, each giving an impulse to the vanes I11 and their end portions I18. The momentum of the rotor I14 tend! to keep it in rotation like a fly-wheel even when the individual intake valves of the cylinders '55 are closed, so that only the portion'ofthe fuel gas in the various intake manifolds II5 halts momentarily such valves are closed. The main body of the gas is impelled to move in an orbital path around the chamber I55 until each intake valve opens and sucks in a charge of fuel gas. The rotary fuel distributor I5I thus has a cyclonic action which applies a slight pressure. to the gases, keeps them agitated and free from recondensation and counteracts the inertia so prevalent in conventional manifolds. The intake manifolds II5 are, so far as possible, made of the same lengths and diameters so as to have approximately the same volumes, and the most eflicient gas distribution occurs when the cluster arrangement of the present invention is employed, with the cylinder assemblies I2 partially radial and partially in line.

Operation of four-cycle type of engine In the operation of the four-cycle type of engine, according to the invention (Figures 1 to 16 inclusive), let it be assumed that the moving parts of the engine are in .the positions shown in Figures 1 and 13 with the outer and

inner cylinders

58 and 44 at dead center in their positions of greatest separation, having drawn in a charge of fuel gas into the explosion chamber 94 between them. -It will be further assumed that a portion of fuel gas has been previously drawn into the pre-compression chamber between the top of the outer piston 58 and the cylinder head 85, as will be subsequently described in connection with The outward motion of the outer piston 58 has compressed this charge in the prewhen the outer piston 58 reaches its outermost po ition Figure l5.

compression chamber 85 and 13), the upper end of the asme'ai precompressed portion of gas to" move into the explosion chamber 84. The outer and

inner pistons

58 and 44 are thus now at the instant of commencing their compression stroke, as shown in Figure 13, with the tubular valve 95 in a position closing all of its ports, as controlled by the position of the cam follower I28 upon the cam path I62 at the instant it is entering upon the compression dwell portion In (Figure 11).

I As the outer and

inner pistons

58 and 44 move toward one another, the cam follower I28 rolls -'along the compression dwell portion I59 and maintains the valve ports, in a closed position while the fuel gas charge is thus compressed. As

the outer piston 58 moves inward, the port 82 uncovers the bore ilcontaininglthe spark plug II with its electrode 12. When the outer, and

inner pistons

58 and 44 reachtheir points of roller I28 descends to the intake dwell portion I60, shifting the tubular valve member 85 downwardly so that the intake port 90 therein is brought into communication with the port 98 (Figure 1) while the port 9| is brought into communication with the port 63.

The outer and

inner pistons

58 and 44 now move away from one another from the positions nearest approach (Figure 14),the spark timing mechanism causes a spark to pass between the spark plug electrodes 12', igniting the compressed fuel gas charge. a

The explosion then occurs, causing the outer and

inner pistons

58 and 44 to move away from one another, covering up the bore 16 with the spark plug electrodes 12 and protecting them from the heat and products of combustiomfllhe pistons move apart to ,their, points of greatest separation, transmitting the power thus gener-. ated to the crankshaft 25 through the connecting rods 32 and 46 and the crank pins ,26 and 28.

Since the collective weights of these reciprocal-.

lng parts are substantially the same, they counter-balance one another and hence reduce, vibrationand bearing pressures to a minimum compared with conventional engines. Mean while, the cam roller I'28 has reached the-f;crossover point I51 (Figures Hand. 12) and has been shifted over to the cam path II by the rotating arm I45 acting upon the slide block I34 (Figures 5 and 6) so, that the roller I28 during the ex.

plosion stroke traverses the explosion dwell portion I56, thereby keeping the valve ports closed. When the outer and

inner pistons

58 and 44 reach their points of farthest separation during the "explosion stroke (Figure ifi), the roller I28 climbs fromthe explosiondwell portion I56 to the exhaust dwell portion I58 ofthe cam path I'5I, shifting thetubular valve member 85 upward and causing the exhaust ports I88 and IM to communicate with the exhaust ports 83 and I82 respectivelyand interconnect them. At the same time, the intake ports 98 and 89 are also brought into communication, and the moving parts reach the position shownin Figure 15, at the instant of the, commencement ofthe exhaust stroke.

During the exhaust stroke, the cam follower or roller I28 traverses the exhaust dwell portion I58 of the cam path I5I while the outer and

inner pistons

58 and 44 move toward one another (Figure forcing the burnt gases outward in the directionfoi the arrows into the exhaust manifold I84 byway' of the valve chamber 98. At the same time, the inward motion of the outer piston 58 enlarges the precompression chamber 86, causing a charge of fuel gas to be drawn through the intake manifold II6, tubular member I89, ports 98 and 89,passageway 88 and port 81, into the precompressionchamber 86, the port 68having meanwhile been disconnected from,

communication withthe, port 81 by reason of the inward motion ofthe outerpiston. 58;

The moving parts have now reached the instant of beginning the'intake stroke in the explosion chamber 94 and the pre-cornpression of Figure 16 toward the positions of Figure 13 with the previously mentioned ports remaining open but with the precompression chamber 86 closed off. The head 68 of the outer piston 58 in moving outward, precompresses the charge of gas in the precompression chamber '86 and at the same time, the suction created by the motion of the

pistons

58 and 44 away from one another.

. sucks in a charge of gas into the explosion chamber 94 as shown by the arrows in Figure 16. As the

pistons

58 and 44 near their points a of farthest separation (Figure 13), the cam follower or roller I28 reaches the end of the intake dwell portionf I on the cam path I52v and ascends the incline to the compression dwell por-, tion I59 thereof'iFigure 11) shifting the tubular valve member 95 into the position of Figures 1 and 13 and the. compression stroke begins, repeatingthe foregoing cycle of operation indefinitely as long asthe engine is in operation.

The provision of the Dre-compression chamber 86 results in a supercharge of gas therein which is transferred to the explosion chamber 94 in the manner previously described in connection with Figure 13, where it is'compressed and fired along with the regular intake charge. This overcharge amounts to about 60 per cent overcharge which corresponds approximately to a maximum superidling action, also improves performance at low speed and on grades, as well as supplying a superior getaway power. 9

The nine cylinder four-cycle engine shownhaving three cylinders radial and three in line provides 4 /2 power strokes per revolution. The

engine shown has a three-double-throw crankshaft with the throws located degrees apart and with four main bearings. The four main bearings are provided to avoid cam thrusts setting up whip in the crankshaft although only two main bearings might be sufficient in smaller engines, as the crankshaft is shorter and more rugged than in conventional engines and the stresses on the mainbearings are inherently balanced by the construction and arrangement of the moving parts of the engine.

The cylinder assemblies I2 are shown as individual for purposes of clarity, but obviously they could be cast en bloc in groups of three and, in

' exceptionally long life.

. ll i i very small automobile engines, could be cast integral with the upper half 20 of the crankcase ll, utilizing a cradle fixture for machining. Control of speed is eflected by the usual throttle, and the provision of the pre-compression charge in the pre-compression chamber to to the combustion or explosionchamber 04 tends to prevent recondensation and thus results in a good idling performance and in a quick start from a cold engine. W Idling performance is further improved over conventional engines, by the fact that there is no overlap of valve opening in the engine. of the present invention as in conventional high speed engines, the latter of which show poorer idling performance in comparison with olderislowerspeed engines since in conventional engines it is impossible to trim the valves properly for good performance at both high and low speeds.

The tubular valve member ll has the exhaust ports I00 and IN located near the lower end thereof where the coolant in the water jacket 68 is of a relatively low temperature. The construction of the valve assembly II and its actuating mechaniisr'n ll and cam mechanism It re-- sults in the important feature that the valve member 85 is never in motion when there is pressure against it, as is the case with other reciprocating valve engines. This feature and the absence of piston thrust provides a mechanism of Since the maximum heat of combustion occurs in the mid-portion of the cylinder 66 instead of at the top thereof, the proper circulation of the, coolant iii the water Jacket 08 is facilitated. The shortness of the bonnectingrods 49, due to thega short lengths of'travel of the outer pistons 58 and the fact that the short rods are under tension instead ofcompression stress for the most part, except for the slight compression stress introduced' during the precompression stroke of the 40 outer piston 58, likewise resultsin improved performance and decreased vibration. Furthermore, while the individual strokes of the outer and inner pistons SI and 4! are short, the. combustion or explosion chamber 94 may be made relatively long in proportion to the diameter thereof, thus giving the improved economy of a long stroke four-cycle engine without incurring the mechan- 7 ical disadvantages thereof. The present type of engine has been illustrated in connection with sparkignition. It will be obvious, however, that compression ignition may also be employed; such as in the Diesel type of engine cycle, in which case the spark plug 1|, bore II and port 62 would, of course, be omitted. In either event, the two pairs of rings 41 and 80 prevent loss'of compression and also prevent escape of gas into the crankcase. The piston head 80 of the outer piston 58 is cooled by the intake charge of relatively cool fuel gas entering the precompression chamber 08 through the port 81, and hence itsoperating temperature is not harmfully greater than that of a piston head in the convenional engine. The firing order of the cylinders 66, numbered from front to back and left to right is preferably 15-93 4 a 2-6-7 as shownby the numerals on the cylinder heads in Figure 23. This firing order, however, is purely by way of illustration and not by limitation- Either the four cycle type or thetwp-cycle type of 70 the present engine described below can be constructed in multiples of three cylinders from three to twenty-four cylinders'and the timing works out especially well for a twelve-cylinder aircraft engine of flat or wing ypehaving two rows of surface 2" of the top wall 232 anneal 12 e cylinders on opposite sides "with'the cylinders spaced 3o degrees.'three in line. Such an ensine can be either in. the four-cycle or two-cycle type,

but with different firing orders.

Two engine of present invention The two-cycle engine of the present invention.

ticulariy as regards the crankshaft, connectin rod and outer and inner piston construction, and similar parts .are similarly designated. The cylinder 68 of the two-cycle form,.however,' for convenience is provided with a removable cylinder head 200 secured to the remainder thereof by the bolts 2M. The cylinder wall 65 at its upper end is also provided with an outwardly extending portion 202 containing an annular recess 203. in which is mounted a channel-shaped port ring 2 with side flanges 205 and a central connecting portion 206 having elongated inclined intake transfer ports 201 spaced at intervals therearound. Communicating with the ports 20! at the upper end of the stroke of the outer piston 58 are circumferentially spaced intake ports 2|! extendingthrough the side walls 6| thereof into the combustion or explosion chamber 9|. The upper end of the outer piston 58 is also provided with piston rings 2" to seal the upper end thereof against the cylinder bore 6! in the cylinder 66.

The intermediate portion of the outer piston I i8 is provided with inclined elongated exhaust ports 2I0 spaced at intervals therearound and communicating with an annular exhaust passageway 2| I leading to an exhaust port2l2 which in turn is connected to the exhaust manifold HM. not shown in Figure 17.

The two cycle engine of Figures 17 to 22 inclusive has a single path cam 2|! instead of the dual path cam I" of the four-cycle form, and is keyed or otherwise secured to the crankshaft". The cam is provided with a low dwell portion 2 and' inclined po tions 2| and M6 leading to a high dwell portion 2" (Figure 22). A cam follower or cam roller 2|! engages the cam 2i! and is rotatably mounted upon an axle 2ll- 220 in the inwardly lower end ofatubular mounted in transverse bores extending bosses 22l at the valve member'222. The latter corresponds to the tubular valve member of the four-cycle form but is simplified since it is free from the ports and chambers of that form. The valve member 222 is provided with elongated slots 223 through which passes a bridgemember 224 with ports 22' therein and having its ends mounted inrecesses 220 in a manner similar to the mounting of the bridge member 120, and serving part of the function of the latter in preventing rotation of the valve member 222.

The lower portion of the valve member 222 reciprocates in aligned bores 22'! and 228 in the upper crankcase half 20 and valve housing portion 229 respectively, and at its intermediate portion is provided with an upwardly extending reduced diameter portion 220 connected thereto by an annular wall 22! and terminating at its upper end in a top portion 232. The bore 228 is continued upwardly to an annular shoulder 232 which serves as an abutment for the upper end of the coil spring 234, the lower end ofwhich engages the annular shoulder 22| and urges the valve member 222 downwardly, retaining the cam roller 2|! in contact with the cam 2". The top cooperates with r l3 the port 80 to control the intake of gas to the intake manifold ll8,to a conventional carburetor,

preferably byway of the rotaryfueldistributor ill shownin Figures 23 and 24 and previously described. ,An additional piston ring 238 is placed immediately below the intakeports 208 and,sparkl plug uncovering port 286 to seal off the same.

The rotary fuel distributor Ill performs the same purpose in the two-cycle engine of Figures 1'! to 22 inclusive as in the four cycle engineof Figures 1 to 16 inclusive and has the same ad- I though the rotor I14 is notpower driven mechanically. In the two cycle engine of Figures 1'1 to 22 inclusive, moreover, theentire intake charge of fuel gas is pro-compressed in the pre-compression chamber 86, insteadof only a portion thereof as in the four-cycle engine; I

As in the four-cycle type of engine, the two,

cycletype may be constructed in multiples of three cylinders, f1 cm 3 to 24 cylinders and simi- 1 lar considerations apply as previously described inconnection with the four-cycle type of engine.

The firing order for the two-cycle engine may be 1-64 49-87-32, with the cylinders numbered the same as in the four-cycle type of engine, as shown in Figure 23. The locations of 'the crank throws and cylinders are the same as in the four cycle type of engine.

Operation of twocycle type ofen gine In the operation of the two cycletype ofengine, as shown diagrammatically in Figures 18 to 22 inclusive, let it be assumed that the moving parts are in the positions shownin Figure 18, with the outer and inner pistons Stand 48 at their points of greatestseparation at the beginning of the compression stroke immediately after exhaust hastaken place. At this point,the residual por-' tlon of the exhaust of burnt gasses is pasingrout through the exhaut ports 2 l and 212, into the exhaust manifold while in the upperpart of the outer piston 58, the incoming chargejof precompressed fuel gas is passing from the pre-compression chamber 86 through the

ports

201 and 208 in,-

to the combustion or explosion chamber 98.

Meanwhile, the, cam roller ,2! has just passed down the incline 2 l5 from the high dwell portion,

211 to thelow dwell portion2ll of the cam 218 (Figure 22) permitting the valve member 222 and its top surface235to move downwardly, opening up the intake port 89 into communication with the, intake manifold I it. As the outer and inner pistons 58 and ll I move toward one another.

through the first quarter revolution of the crankshaft25, the, intake andexhaust ports 208 and 2l0 are cut off from communication respectively with the intake transfer ports 201 and exhaust passageway and

port

211 and 212 respectively.

As the

pistons

50 and, 84 move together in this manner (Figure 19), the suction producedin the upper pre-compression chamber 86,,assisted by the rotary fueldis tributor l0l, draws in a charge of fuel gas into the chamber 80 as shown by the arrows.

- 1 mental 1 as the crankshaft rotates from the quarter revolution position of Figure 19 to the half revolution position of Figure 20, the full charge of fuel gas is drawn into the precompression cham- 5 her 88 while the fuel gas charge in the combustion or explosion chamber 08 is compressed fully.

When the outer and inner pistons 58 and 48 h reach their points of nearest approach (Figure 20), the port 02 opens 'up the bore 10 containing the spark plug 11 and at' the same time, the spark timing mechanism'causes a spark to jump between the electrodes. 12 thereof, firing the explosive charge. Meanwhile, the cam roller 218, which has been traversing the low dwell portion 2 of the cam 2l8 has reached the end thereof and has passed up the incline 216 to the high dwell portion 2 l1 (Flgure22) This action shifts the tubular valve member 222 upward to close lathe intake port 80 from the exhaust manifold After the explosion takes place, the outer and inner pistons 08 and 44 move rapidly apart, compressing the charge in the pre-compression chamber 86 and expanding the charge in the combustion or explosion chamber 94, the parts being in the positionsshown in Figure 21 at the instant a three-quarter revolution is reached.

The outer and inner pistons continue to separate until the travel of the inner piston 44 uncovers the exhaust ports 2 l 0 and connects them with the exhaust passageway 2H and exhaust port 2l2, whereupon the burnt gases rush out through these ports into the exhaust manifold. At the same time, the outward travel of the outer piston 58 causes the ports 208 thereinto come into communication with the intake transfer ports 201, permitting the precompressed charge of gas to rush into the upper part of the combustion or explosion chamber 98. The moving parts reach the positions shown in Figure 18 when the pistons 58 and I! reach their positions of greatest separation, and the operating cycle previously described recommences and continues indefinitely as long as the engine is in operation.

It will be observed from Figures 1'7 and 18 that in the two-cycle engine the intake transfer ports 201 are long and narrow and are many in number so as to not only equalize wear on the piston rings 206 but also to serve as a flame trap to prevent '50 preignitlon due to a lingering flame in the com-.

bustion chamber 94 or exhaust passageways 2H and M2. The other advantages of the four-cycle engine previously described are also present in the two-cycle type of engine, namely the cooling as of the piston head 80 ofthe outer piston 58 by the incoming gases as well as the warming of the latter, the protection of the spark plug electrodes 12, except at the instant of ignition, and the other advantages described above. In the two cycle 80 engine, moreover, the spark plug uncoverin port 82 also serves as an intake port at the top of the stroke and tends to scavenge any oil which might otherwise accumulate in this port. The exhaust ports 2 l 0 open up before the intake '65 ports 208 enter into communication with the intake transfer ports 201, this advance in opening corresponding to about lo degrees of a revolution, thereby bringing about a sudden reduction of temperature and pressurev in the combustion chamber 98, and permitting the escape of most of the exhaust pressure duringthis interval. The exhaust continues to remain open about 10 degrees after the intake, ports 201 close, thus permitting additional scavenging. The intake ports 208 openand close at about 23 degrees before and a combination drive shaft may be used. The

distributor for a nine cylinder engine is of the nine lobe cam type, driven at full time for the two-cycle engine and at half time for the fourcycle engine.

While I have shown and described my invention in detail, it is, to be understood that the same is to be limited only by the appended claims, for many changes may be made without departing from the spirit and scope ofmy invention.

'WhatIclaim is:

1. An internal combustion engine comprising a about 33 degrees before and after cylinder, a shaft, an outer piston reciprocable in said cylinder and having a longitudinal bore forming a combustion chamber, an inner piston reciprocable in said bore, said cylinder having a pre-compression chamber disposed outwardly of said outer cylinder, motion-converting mechanism operatively interconnecting said pistons and said shaft and arranged to convert the -.reciprocatory motions of said pistons into rotary motion of said shaft, a valve device operatively connected to and operable in timed relationship with said shaft, said valve device having an intake portion arranged for supplying fuel to said pre-compression chamber, said cylinder and said outer piston having cooperating intake ,and exhaust ports therethrough and operable in timed relationship with said shaft for transferring said fuel from said pre--compression chamber to said combustion chamber and for discharging the products of combustion of said fuel from said combustion chamber, said valve device having an exhaust.

portion spaced apart from said intake portion and cooperating with said exhaust port for discharging said products of combustion.

2. Andnternal combustion engine comprising a cylinder, a shaft, an outer piston reciprocable in said cylinder and having a longitudinal bore forming a combustion chamber, an inner piston reciprocable in said bore, said cylinder having a pre-compression chamber disposed outwardly of said outer cylinder, motion-converting mechanismoperatively interconnecting said pistons and said shaft and arranged to convert the reciprocatory motions of said pistons into rotary motion of said shaft, a valve device having portions thereof arranged to control ports in said cylinder for supplying fuel to said combustion chamber and also'for discharging the products of combustion of said fuel from said combustion chamber, a cam follower connected to said valve device, a cam device operatively connected to said shaft and having a plurality of adjacently disposed cam paths with portions thereof on the same level, and mechanism operable in timed relationship with said shaft for shifting said cam follower from one path to the other path.

3. An internal combustion engine comprising acylinder, a shaft, an outer piston reciprocable in said cylinder and having a longitudinal bore forming a combustion chamber, an inner piston reciprocable in said bore, said cylinder having a pre-compression chamber disposed outwardly of said outer cylinder, motion-converting mechanism operativelyinterconnecting said pistons and said shaftand arranged to convert the reciprocatory motions of said pistons into rotary motion of said shaft, a valve device having portions thereof arranged to control ports in said cylinder for supplying fuel to said combustion chamber and also for discharging the products of combustion of said fuel fromsaid combustion chamber,

a cam follower connected to' said valvedevice,

a cam device operatively connected to said shaft and having a plurality of adjacentlydisposed cam paths with portions thereof on the same level, and mechanism operable in timed relationship with said shaft for shifting said cam follower from one path to the other path,- said motion-converting mechanism including a crank portion with a cheek on said shaft, and said-cam paths being disposed on said cheek.

4. An internal combustion engine comprising a housing. a shaft rotatably mounted in said housing, a set of cylinders mou ted on said housing with their axes disposed rad ally of the axis of said shaft, an outer piston reciprocable in each cylinder and having a longitudinal bore forming a combustion chamber, an inner piston reciprocable in each bore, motion-converting mechanism operatively interconnecting said pistons and said shaft and arranged to convert the reciprocatory motions of said pistons into rotary motion of said shaft, a valve device having portions thereof arranged to control ports in each cylinder for supplying fuel to each combustion chamber,

means operable in timed relationship with said shaft for discharging the products of combustion from each combustion chamber, a cam follower connected to each valve device, and a cam operatively connected to said shaft and engaging each cam followerof each set of cylinders.

5. .An internal combustion engine comprising a housing, a shaft rotatably mounted in said housing, a set of cylinders mounted on said housing with theiraxes disposed radially of the axis of said shaft, an outer piston reciprocable in each a cylinder and having a longitudinal bore forming a combustion chamber, an inner piston reciprocable in each bore, motion converting mechanism operatively interconnecting said pistons and said'shaft and arranged to convert the reciprocatory motions of said pistons into rotary motion of said shaft, each cylinder having a precompression chamber disposed outwardly of said outer piston, each cylinder and each outer piston having mutually aligna-ble intake and exhaust ports'communicating with said combustion chamber and a valve device having a portion thereof arranged to control one of said ports in each cylinder for supplying fuel to each pro-compression chamber, said outer piston being operable in timed relationship with said shaft fortransferring fuel from each pre-compression chamber to each combus- 1 tion chamber and said valve device having another portion thereof arranged to control another of said ports in each cylinder for discharging the products of combustion from each combustion chamber.

' 6. An internal combustion engine comprising a housing, a shaft rotatably mounted in said housing, a set of cylinders mounted on said housing with their axes disposed radially of the axis of said shaft, an outer piston reciprocable in each cylinder and having a longitudinal bore forming a combustion chamber, an inner piston reciprocable in each bore, motion converting mechanism operatively interconnecting said pistons and said shaft and arranged to convert the reciprocatory motions of said pistons into rotary motion of said shaft, avaive device having portions thereof ar-' ranged to control ports in each cylinder for mp plying fuel to each combustion chamber, and

i also for discharging the products of combustion from each combustion chamber, a cam follower connected to each valve device,'a cam mounted on said shaft and having a plurality of adjacently disposed cam paths with portions thereof on the same level. and mechanism operable in timed relationship with said shaft for shifting said cam follower from one path to the other path.

7. An internal combustionengine comprising a housing, a shaft rotatably mounted in said hous- 1 ing, a set of cylinders mounted on said housing with their axes disposed radially of the axis of said shaft, an outer piston reciprocable in each cylinder and having a longitudinal bore forming a combustion chamber, an inner piston reciprocable in each bore, motion converting mechanism operatively interconnecting said pistons and said shaft and arranged to convert the reciprocatory motions of said pistons into rotary motion of said shaft, each cylinder having a pre-compression chamber disposed outwardly of said outer piston, each cylinder and each outer piston having 18 said shaft for supplying fuel to said cylinder bore and for discharging the products of combustion therefrom, and an igniter in communication with said cylinder, said outer piston having a port opening into said combustion chamber and aligned with said igniter substantially at the top of the stroke of said irmer piston, said mechanism being operable in timed relationship with said shaft for normally interrupting said communication between said igniter and said combustion chamber through said outer piston poit and for establishing said communication only near the chamber, and mechanism operable in timed relationship with said shaft for shifting said valve device.

8. An internal combustion engine comprising a shaft, a cylinder having a cylinder bore, an outer piston reciprocable in said cylinder bore and having aninternal piston bore forming a combustion chamber, an inner piston reciprocable in operatively interconnecting said pistons and said shaft and arranged to convert the reciprocatory motions of said pistons into rotary motion of said shaft, means operable in timed relationship with i said piston bore, motion-converting mechanism upper limit of reciprocation of said inner piston.

9. An internal combustion engine comprising a shaft, a ylinder having a cylinder bore, a piston reciprocable in said cylinder bore, motion-converting mechanism operatively interconnecting said piston and said shaft and arranged to convert the reciprocatory motions of said pistons into rotarymotion of said shaft, means operable in timed relationship with said shaft for supplying fuel to said cylinder bore and for discharging the products of combustion therefrom, said cylinder having a recess opening into said bore, an igniter in said recess, a closure member normally disposed in said recess between said igniter and said cylinder bore, mechanism operably inter-- connecting said shaft and said closure member and responsive to the reciprocation of said piston to the approximate upper limit of its stroke for moving said closure member out of said recess whereby to momentarily expose said igniter to said bore, and means for energizing said igniter in its exposed position.

CLEVELAND H. JELLEY.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 721,872 Evensen Mar. 3, 1903 756,160 Evensen Mar. 29, .1904 923,496 Cutler .1 June 1, 1909 1,286,000 Hoersting Nov. 26, 1918 1,286,149 Tips Nov. 26, 1918 1,508,260 Sutton Sept. 9, 1924 2,024,690 Harris Dec. 17, 1935 2,363,576 Devorak Nov. 28, 1944