US785687A

US785687A - Internal-combustion engine.

Info

Publication number: US785687A
Application number: US24678203A
Authority: US
Inventors: Nelson L Tuck; William W Tuck
Original assignee: Individual
Current assignee: Individual
Priority date: 1903-07-22
Filing date: 1903-07-22
Publication date: 1905-03-21
Anticipated expiration: 1922-03-21

Description

PATENTED MAR. 21, 1905.

N. L. & W. W. TUGK. INTERNAL GDMBUSTION ENGINE.

APPLICATION FILED JULY 22, 1903. RENEWED FEB. 21. 1906.

2 SEEETSSHEET 1.

INVENTORS.

WITNESSES A TTORNEY.

No. 785.687. I PATENTED MAR. 21. 1905. N. L. & W. W. TUOK.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JULY 22, 1903. RENEWED FEB. 21. 1905.

* 2 SHEETS-SHEET 2.

My M,

. I M/ lV/TIVESSES; INVENTORJ,

ATTORNEY.

UNITED STATES Patented March 21, 1905.

PATENT OEEIcE.

NELSON L. TUOK AND WILLIAM W'. TUOK, OF BROOKLYN, NEIY YORK.

INTERNAL-COMBUSTION ENGINE.

SPECIFICATION forming part of Letters Patent No. 785,687, dated March 21, 1905.

Application filed July 22, 1903. Renewed February 21, 1905. Serial No. 246,782.

To all whom, it may concern.-

Be it known that we, NELsoN L. TUoK and WILLIAM W. TUoK, citizens of the United States, and residents of Brooklyn,in the county of Kings and State of New York, have invented a certain new and useful Improvement in Internal-Combustion Engines, of which the following is a specification.

The present invention relates to internalcombustion engines, and has for its object the provision of means for securing a regulated supply of fresh air for the mixture which is subsequently exploded to drive the engine.

To this end the invention consists of the features and combinations hereinafter described, and more particularly pointed out in the appended claims.

In the'accompanying drawings, (two sheets,) forming part hereof, Figure 1 is a vertical sectional view of an internal-combustion engine in which the invention is embodied. Figs. 2, 3, and 4 are sections taken respectively on the planes indicated in Fig. l by the lines 2 2, 3 3, and 4t 4.

In the drawings, reference (0 marks the cylinder, which is provided with a jacket-space 6.

c is the piston; (Z, the crank-shaft; e, the rod connecting the piston and crank-pin; f, a pump for supplying fuel through a tube g and fuel-injector h; i, a cam for operating the pump; 7n Z, igniters, and m a casing opening into the cylinder and in connection with the cylinder completely inclosing the crank, rod, and piston.

The reference a marks the usual exhaust, 0 a by-pass for the air to pass from the back to the front of the piston, and p a deflector for such air.

The foregoing are or may be of any usual or known construction and operation.

Instead of the customary check-valve for admitting air into the casing there is'according to this invention an air-inlet, of which the piston 0 forms the valve. Such an inlet is shown at I which is arranged to be uncovered by the piston c as the latter moves upward, whereby the air is drawn, from the atmosphere through the port q into the casing 0 be- On the downstroke of the hind the piston.

piston the port q is closed by the piston and the air is compressed until the piston uncovers the by-pass 0, when it rushes in above the piston and during alternate upstrokes of the piston aids the exhaust and during the other alternate upstrokes furnishes air for the proper mixture of the charge. The amount of air drawn in by the piston through the inlet 9 may be regulated by means of the segment r, whose position across the inlet 9 may be varied by means of the screw s, which engages a threaded hole in the wall of the channel (1 and swivels into the segment.

It will be noted that the intake 9 passes along the cylinder, so that the intaken air is warmed or heated by the hot cylinder before it enters the crank-casing, whereby air is supplied for mixing with thecharge at a higher temperature than is the case where the air is taken into the crank-casing directly from the atmosphere, thus conducingto better mixing and more complete combustion, with consequent increase in economy. Again, it is noted that the speed. at which the engine runs, other things being equal, depends upon the amount of air taken in at the port q, so that by varying said amount the speed of the engine may be regulated without varying the amount of fuel injected or taken into the cylinder, as actual practice shows.

What is claimed is 1. In an internal-combustion engine, the combination of the cylinder and its piston,with a casing in which the piston compresses air, a by-pass connecting said casing-chamber and the cylinder, an air-inlet in the cylinder which the piston covers and uncovers and through which air is drawn into said casing, means for regulating the amount of air drawn through said inlet, and means supplying fuel in invariable amount directly at the combustion end of the cylinder whereby the speed of the engine may be regulated by varying said air-inlet.

2. In an internal-combustion engine, the combination of the cylinder and its piston, with a easing into which the piston draws and compresses air, a by-pass connecting said casing and the cylinder, an air-inlet lying against said cylinder, whereby the intaken air may be heated, said inlet being covered and uncovered by the piston, means for regulating the amount of air drawn through said inlet, and means supplying fuel in invariable amount directly at the combustion end of the cylinder where by the speed of said engine may be varied by regulating the amount of air taken in.

Signed at New York, in the county of New NELSON L. TUCK. WILLIAM W. TUGK.

Witnesses:

FRANK RYALL, R. W. BARKLEY.