US846070A - Internal-combustion engine. - Google Patents

Description

PATENTED MAR. 5, 1907.

H. G. UNDERW-OOD. INTERNAL COMBUSTION ENGINE.

APPLIGATION IILED JUNE 7. 1905.

4 SHEETS'-SHEBT 1.

figs.

fi l/1W? MAW 4 fbW/M PATENTED MAR. 5, 1907.

M 0 0 W R E D N U Fm Um INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JUNE 7. 1966.

4 8EEETSSHEET a lumen/$07":

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PATENTED MAR. 5, 1907.

I No. 846,070.

H. G. UNDERWOOD. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JUNE 7. 1905.

4 SHEETS-SHEET 3.

mazes-t IATENTED MAR. 5, 1907.

H. G. UNDBRWOOD. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JUNE 7. 1905.

4 SHEETS-SHEET 4.

l7////////I/////I///// Inventor.-

UNITED STATES PATENT OFFICE.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented March 5,1907.

Application filed June'7.1905. Serial No 264,042.

To ltlljrohont it may con/corn.- Be it known that l, ,liicnnicn'r G. lJNDE'JP woo -a citizen of the United States, resiling .lD. \Vest New Brighton, borough of Richniond, of the city of New York, in the State -;of New York, have invented certaiii new anl i thereto.

useful Improvements in Internal-Combustion Engines, of which the followii'ig is a specification, reference bemg had to the accompanying drawings, forming a part hereof.

thisinvent-ion relates particularly to internal-colnlnistion englnes oi" the two-cycle type, in which a fresh charge is cornprcssei at every backward stroke of the piston and is exploded at every forward stroke.

The object of the invention is in general to improve the construction andv increase the efficiency ol engines of this type The lectures and details of improvement will be more particularly described herein after with reference to the accompanying drawings, in which the invention is illustrated as embodied. as to its several features in convenient and practical form.

I'n sail drawings, Figure l is. a view in front elevation of an internal-combustion engine having the present improvements applied Fig. 2 is a view thereof in side elevation, the'shaft being shown in section. Fig. 3 is a view in vertical section on the plane indicated by the line 3 3 of Fig. 1. Fig.

4 is a View, partly in section, on the horizon talplane inlicatecl by the line 4 4 of Fig. 2.

, the line 10 10 of Fig. 8.

Fig. 5 is a detail view, on an enlarged scale, of a portion of the governor mechanlsm.

Fig. 6 is a topview of the cylinder-head.

Fig. 7 shows a portion of the igniter' in sizle. Fig. 8 is a partial view in elevation from the opposite side of the enand edge views.

ginc to thatshown in Fig. 2. Fig. 9 is a view in vertical section on the plane indicated by the line 9 9 of Fig. 8. Fig, 10 is a View in horizontal section on the plane indicated by ferred to is at that end of the cylinder which is nearest to the crank-shaft c. The cranks c, of-which there are two, are connected by pitmen c with a-wrist=pin d, the ends. of which project from the upwardly-extended cylindrical trunkpiston d through slots a one of which is shown in dotted lines in Fig. 2-in the upward extension a of the cylinder (1'. As will be observed by reference to Fig. 3, the trunk-piston (1 when in itshighestposition extends nearly to the head a of the cylinder extension a, its length being greater than its stroke, so that'the slot-s c in the cylinder-wall are always covered by the trunkpiston. The piston d is provided near its forward or head end with a port (Z which is adapted to register as the piston approaches the ll'Ilil/ of its forward stroke with a porta in the cylinder-wall. The latter communicates with a chamber (R, in which the air is mixedwith the fuel basis of the explosive cl'iarge, and the latter communicates with the .ad end of the cylinderthat is, with the working. cylinder through a port a, which is likewise uncovered by the piston as it approaches the limit of its upward or forward stroke. An exhauscport a is also provided in the wall of the Working cylinder to be uncovered by the piston as it approaches the liinit of its forward stroke. ln/the wall of the cylindcrcxtension a are also provided air-inlet ports a insuch position as to be uncovered by the piston as the latter approaches the limit of itsdownward or rearward stroke. With this construction the air admitted through the'ports a is compressed during the forward movement of the piston and is ad- ;mitted to the working cylinder as the piston completes its forward stroke.

As it passes practically through the entire length of the trunk-piston and close to the head end thereof the latter is kept properly cool. Furthermore, as the rearward movement of the piston during its compression-stroke is in a downward direction, the weight of the piston and connected parts is taken advantage of to dition of rest will be explained, itbeing un- IOU or upper end of the cylinder (1 throiigh. a

valve which can be thrown out of operation altogether or can be operated from the pressed air at the proper time to produce a rearward or downward movement of the piston and to cut off the supply of air a the proper time. As shown in the drawing the valve provided for the purpose is a lidevalve f, having a port f adapted to register with a port f 2 at the head or upper end (if the air-compression cylinder. This valve lmay be operated, as shown in the drawings, iby a lever g, suitably pivoted, as at g, upon the cylinderwall and acted upon by a spripg g to draw the port f to the right of the po ity, and thereby prevent the admission of air from the source of supply. The lever is provided with a' foot 9 in such a position as to be acted upon by a roller 0 on one of the pit men a. A locking-pin g is carried bythe lever 9 and adapted to enter a recess 9 in the cylinder-casting to hold the lever againstthepressure of the spring 9 with the post f in the slide-valve at the left of the port f 2 in the cylinder-wall for the purpose of cutting oil the admission of air from the reservoir after the engine has started or when it is not in operation. It will be seen that if the engine its inoperative position by the pin 9'. Should is at rest, with the piston 11 in its hi hest position, asrepresented in Fig. 3, and t e handvalve e is opened the-valvef is also opened at the same time, and air admitted from the reservoir rushes through the port 11 and the mixing-chamber a carrying a charge into the working cylinder. At the same time, the engine being moved slightly oii center, the air-pressure drives the piston downward and continues to drive it downward until the valve f is permitted to close, and thereafter during expansion until the ports a are opened, the latter becoming exhaust-valves as .to the air admitted from. the reservoir.

During-such movement of the piston the charge in the working cylinder is compressed and eing ignited at the proper time drives the piston forward. As soon as the re ular operation ofthe engine is establishe' the valve 6 is closed and the lever g is locked in 'it happen that the engine is stopped off center, so that the ports (1 and-a do not register,

then no charge will be driven into the work- From thel pipe oving-parts-of the engine to admit the pomment of the piston, and the piston being then returned by the momentumof thejparts, aided by the expansionof the air in the Workingcylinder a second downward movement of the piston must be effected by thecompressed air before the're'jgular operation of the engine is established.

the fuel basis of the explosive mixture is suph, which is provided with a nozzle and valvechamber 72/ within the mixing-chamber a. The. extremity of the pipe is provided with an inwardly-opening valve ht, which is held normally to its seat by a spring h The stem of the valve h projects beyond the extremity of the'pipe it into the path of an arm 11, by'whic'h the valve is opened to permit the escape'ol': theproper quantity of fluid to form the basis of the explosive mixture. The arm 41 is secured to a shaft 4/, which is extended andis provided ,exteriorly with an arm '11, adapted to be a 'ted upon by some moving part of the engine to open the valve h atthe proper instant. In the engine shown the valve is operated by a mechanism which is dependent upon the speed of the engine or, in other words, by governor devices. As shown particularly in Figs. 2 and 4, an arm is connected by a'link 7a with one of the pitpiston reciprocates. Upon the lever kis pivoted a pendulum-arm l, which is pressed normally in on? direction bv a spring kF", adjustably sup 0 ted, through a screw upon an arm 76' oi the lever 70. The pendulum is provided with afinger Z, which-fin the normal 0 eration ofthe engine overliesthe'extension of the arm '5 on the shaft i, so that as the lever is is swung up and'downthe shaft ri is oscillated and the; valve 11 is opened at every movement. If,- however, the engine is operatin at a s eed higherthan the nor- ,nial, then t e'pen ulum-arin Z assumes such a position relative to the shaft 'i that the finger-Z thereof fails to engage the arm '5 and the valve it therefore is not opened to, admit more fluid. f q

It may ning too fast, but to prevent also the admission to the working; cylinder of whatever mixture there may be in the mixing-chamber a and even of additional air. For this purpose there is provided a butterfly-valve m, mounted within the mixing-chamber a upon asha m, which carries outside of the mixing-chamber-a triangularblock m 'A flat spring m is secured. tothe supporting: bracket to cooperate with the bloc m and main aim the valve in one osit'ion or the othe as the case may be. he block m is lcl, pivoted, as at k, upon a suitable bracket,

-men 0 so that it is'swung up and down as the ing cylinder during the first downward move I In the engine represented in the drawings plied from any suitable source trough a pipe I through the wall iof the mixing-chamber a be desirable not only to prevent 4 the admission of fuel when the engine is run-' Qcarried by the pendulum Z.

also provided with lugs m and m whichare full lines in Figs. 3 and 5, leaving the passage unobstructed; but if the engine runs too fast and the admission of fuel is out off by the acor vapor through the mixing-chamber.

l block 'm 'andrestores the :ative position.

- possessed by certain bodies, notably, finelye tion of internal-combustion engines the dea bolt or rod 0.

' nari tion of the pendulum Z then at the same time the finger Z of the pendulum swings into po- 'sition to strike the lug -m on the block m rocking the shaft and the valve m, into the position'of the latter, indicated by dotted nes, in which it prevents the passage of air As soon as the engine resumes normal speed then the finger Z strikes the lug m of the valve to its oper For-the ignition of the charge inthe explo siori-chamberuse is made of the property divided platinum, of effecting the ignition of the ases to which they are exposed. Ordily these bodies lose the pro erty referred, to after use for a considerab e time from causes which are not necessary to be more parti'cularlyreferred to herein; but it has been found in the development of the pres ent invention that under the conditions to which said bodies are exposed in the operasired quality isretained unimpaired, particularly if the bodies are'so' placed as to prevent the accumulation of carbon thereon. ;In the 1pplication of this feature of the invention 1e gas-occluding body, preferably platinum in suitable form, is preferably distributed'in.

the cylinder-head in the form of points a and thin strips in, which-are suitably supported.

As shown in'Figs., 3,'6, and 7 of the drawings, these points n, and strips n are secured to blocks a, which are mounted in the cylinderhead 0, and are preferably secured therein by It is found that the distribution of gas-occluding -material at different points in the cylinder-headsecures, under the influence of the-compression of the gaseous charge in contact with the occluding material, certainty of operation, so that ignition takes place without fail Whenever a proper mixture of the gaseous material is compressed in the working cylinder. Furthermore, through the support of the occluding material at some distance from the extremity of the cylinder-head and perhapsthe retains its peculiar property for a long time -in. actual use. 1 6O tially as described, maybe relied upon to ef- The occluding material, arranged substanfectthe ignition during the o eration of the engine; but in caseit shoul be desired to. warm up the engine when it has been at rest for a sufiicient length of time to permit the 'their mouths covered with parts to become cooled there may also be provided a torch-igniter, and for this purpose the cylinder-head may be formed with a cy-' lindrical guard-tube '0 provided at one end with a burner 0 an'd'having projected into it from the explosion-chamber one or more tubularrigniters 0", which preferably have latinum-gauze, as at 0 .1 This to'rch-igniter is employed and operates substantially in the manner common to other engines of the type of that shown and described'herein. v

It will be understood that various changes may be made ,in the details of construction and arrangement of parts and that the invention is not to be limited to the precise construction and arrangement shown and described herein.

I claim as my invention 1. In an internal-combustion engine, the combination of a Working cylinder having an u ward extension with opposite longitudinal s ots and closed .ends, an uninclosed crank shaft, a trunk-piston open from its head to its end and covering the slots in the cylinder, a wrist-pin extended from the piston through said slots and pitmen. connecting the wristin and the crank-shaft external to the cylinder, the working cylinder being above the crank-shaft with its head end adjacent to the crank-shaft, substantially as described.

2. In an internal-combustion engine, the combination'of a base-plate, an uninclosed crank-shaft having bearings therein, a work ing cylinder supported above said base-plate with its head end above the crankshaft and provided with an upward extension having opposite longitudinal, slots and closed ends, a trunk-piston open from its head to its end and arr gedto cover said slots, a wrist-pin' extendi: and

cran v V s'tant'ially asdescribed.

3. In an internal-combustion Y engine,- the combination. of a cylinder having a closed head. and a closed extension'with opposite slots and provided with an inlet-port adapt pitmenconnecting the wrist-pin andthe ed to be uncovered by the piston as it ap-- proaches the forward limit of its stroke, a second port connected with the first, and a 'f from the piston through said slots,

shaft external to the cylinder, sub- I third port insaid extension adapted to be;

uncovered by the piston as it a proaches the rearward-limit Of'ltS stroke, a ollow trunkpiston adapted to receive through its open end air admitted throughthe last-namedport' and provided near its head end with a through said slots and external pitmen connecting the wrist-pin and the crank-shaft, substantially as described. 4.-In an internal-combustion engine, the

combination of an uninclosed crank-shaft, a cylinder above the crank-shaft having its closed head end adjacent to the crank-shaft, having a closed extension remote from'the crank-shaft with opposite longitudinal slots, and provided-with an inlet-port adapted to be uncovered by the piston as it approaches the forward limit of its stroke, a second port connected with the first, and a third port in said extension adapted to be uncovered by the piston as it approaches the rearward movement of its stroke, a hollow trun k-pist on adapted to receive through its open end air admitted through the last-named port and provided near its head end with a port arranged to register with the second named ort as the piston approaches the forward imit of its stroke, a wrist-pin projecting from the piston through said slots, and external 'pitmen connecting the wrist-pin and the crank-shaft, substantially as described.

5. In an internal-combustion engine, the combination of a cylinder having a closed head and a closed extension with opposite longitudinal slots, and provided with an inletport adapted to be uncovered by the piston as it approaches the forward limit of its stroke, a second port connected with the first througl'i a 1nixing-chamber and a third port in said extension adapted to be uncovered by the piston as it approaches the rearward limit of its stroke, means to supply the fuel basis oi the charge to said mixing-chamber, a hollow trunk-piston adapted to receive through its open end air admitted through the last named port and provided near its head end with a port arranged to register with the second-named port the piston approaches the forward limit of its stroke, an uninclosed crank-shalt, a wrist-pin projecting from the piston through said, slots, and external pitment connecting the Wrist-j: in with the crankshaft, substantially as described.

6. In an internal-coinbustion engine, the combination of an uninclosed crank-shaft, a working cylinder having its closed head end adjacent to the crank-shaft and having an opposite closed extension with opposite longitudinal slots, a piston covering said slots, a wrist-pin projecting from the p ston through said slots, external pitmen connecting the Wrist-pin'and the crank-shaft, and means to admit air under pressure to said extension in front of the'piston, substantially as described.

7 .-In. an internal-combustion engine, the oombinationof an unincl'osed crank-shaft, a working cylinder having its closed head end adjacent to the crank-shalt and having an opposite closed extension with opposite longitudinal slots, a piston covering said slots, a wrist-pin projecting from the piston through said slots, external pitmen connecting the wrist-pin and the crank-shaft, means to admit air under pressure to said extension in front of the piston, and means actuated by a moi ing part ol the engine tocontrol the admission ol' air to said extension, substantially as described.

8. In an internal-combustion engine, the combination 01 an uninelosed crank-shaft, a working cylinder having its closed head end adjacent to the crank-shaft and having an opposite closed extension, with opposite longitudinal slots, a piston covering said slots, 9. wrist-pin projecting from the piston through said slots, external pitmen connecting the wrist-pin and the crank-shaft, means to admit air under pressure to said extension in front of the piston, a valve'to control the admission of air, and means actuated by a movin part of the engine to operate said valve, substantially as described. V 9. In an internal-combustion engine, the combination of an uninclosed crank-shaft, a working cylinder having its closed head end adjacent to the crank-shaft and having an HERBERT G. UNDERWQOD.

In presenee of- ANTHONY N. IJEsBERA,

W. B; GREELEY.

opposite closed extension,.with opposite l'on-

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