US877589A - Two-cycle hydrocarbon-engine. - Google Patents

Description

PATENTED JAN. 28, 1908.

D. L. OULTON. TWO CYCLE HYDROGARBON ENGINE.

APPLIGATION FILED 11.13.17, 1906.

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PATENTED JAN. 28, 1908.

D. L. OULTON.

TWO CYCLE HYDROCARBON ENGINE.

APPLICATION FILED MAR.17.1906.

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No. 877,589. PATENTED JAN. 28, 1908.

D. L. OULTON. TWO CYCLE HYDROCARBON ENGINE.

APPLICATION FILED MAR. 17. 1906.

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DANIEL L. oULToN, or EVERETT, MASSACHUSETTS, ASSIGNoa To THE DUO MOTOR ooM- |PANY, oEBoSToN, MASSACHUSETTS, A CORPORATION or MASSACHUSETTS.

TWO-CYIGLE HYDROGARBON-ENGINE.

No. 877,589. I

Specification of Letters Patent. Application tiled latch 17 1906. cris-1No- 306.626- I Patented Jan. als, 190s.

To all whom 'it may concern:

Be it known that I, DANIEL L. OULTON, a citizen of the United States, and a resident of Everett, in the county' of Middlesex, Commonwealth of Massachusetts, have made certain new and useful Improvements in Two- Cycle Hydrocarbon-Engines, of which the following is a full,'clear, and exact description.

This invention relates to that class of hydrocarbon, or internal combustion, engines .and relates to certain improvements in etails of construction hereinafter set forth, the primary objects of which are to eliminate all ppssible superfluous moving parts and there y cheapen such engines inA manufacture and render them more' reliable and durable in use; and to roduce an engine Whichcan be run economica ly through a wide range in s eeds.

Referring to t e drawings forming part of this s ecication, Figure 1 is a central sec- 'tional e evation of a hydrocarbon engine made in accordance with my invention. F1g. 2 1s a horizontal section on the line X--X in Fig. 1 ota two cylinder engine, a part thereof being a section at Y-Y in Fig. 1. Fig. 3 is a horizontal section on the line Z-Z in Fi 1. Fig. 1 an elevation of the c linder wit the upper art sectional on the ine V-V in Fig. 1, and) the lower part sectional through the center. Fig. 5 section of pitman.

The engine shaft 1 is mounted in the usual manner in bearin s 2 supported by the baseplate 4. From t 's base-plate rise suitable posts 6 rigidly secured to the cylinder-casting 15, and within the cylinder 10 is the bucketplunger 25 Joined by a tubular piston rod 20 to the Itman 9; the latter being connected with t e crankin 7. Between the up er section of said cy inder and the water-jac et 30 cast integral therewith, is the water-chamber 31; the cylinder-head 35bei`ng also chambered and put into communication with the .former ashereinater set forth.

The bucket plunger 25 is provided with ring packing in the usual manner, and at itscenter is a tubular boss 26 receiving the end of the tubular piston rod 20. I prefer not to thread these parts, but turn the end of said rod Slightly larger 1n -diameter than the interior of said boss, and expand the latter in place upon the same. In the same manner the up er end of the tubular rod is expanded upon t e plug 27 and thereby tightly closed. The lower portionof the tubular piston rod `t e pitman 9 by the wrist-pin 21.

mixture to aid in cushioning t section 22, and ts within 14 cast integral withthe cylinder casing. The lower part of said rod is fitted with ring packinguto insure its being as-ti ht in. said Inner c der, and is unite to t e uppery end of In the lower part of the cylinder-casting 15 and surrounding the base of theinner cylinder 14 is a chamber 16 designed for thel initial com ression of the mixture this chamber being ormed by a jacket forming a part of the cylinder casting and indicated at 15 land communicating with the inlet port `17 b'y-a/passage 1'6 which has a side closed by a cover plate 18. By proportioning the diameter of the main and inner cylinders, and the dimensions of the chamber 16, as shown in Fig. 1, which by extended experiment I have found to be essential in the production of a practical two-cycle motor, I am enabled. to Secure just the right com ression of the mixture fed into said cham er 16 to perfectly Aforce out and replace the products of the previous explosion left in the main cylinder,

is enlarged as compared with its intermediate the inner cylinderI and so be ready for final compression as the iston rises. In proportioning said parts it 1s, of course, necessary to avoid the danger of too much back-ressure, while at the samev time securingv su cient com ression of the piston, and to obtain the necessary ener y of inrush into the main cylinder for e ciently expelling the products of the'explosion no matter at how high a speed thev engine may be running. p

As shown in Fig. 1, the intake port 12 opens into the cylinder 10 along a llne just below the lower edge of the plunger 25 when the latterhas reached its upper extremity of stroke, and the by-pass 17, which communicates with the compression chamber 16, iS located at just above the upper Surface of saidpiston when in its lowermost position. In order that the products of the explosivecombustion may escape as the compressed mixture enters the main cylinder, the ex-` e Stroke ofthe der to produce the best results, such roove would, during one period of the pistons journey, form a channel for the escape to the exhaust of the compressed mixture in the chamber 16. To avoid this, I form the 1ubrication groove 19 in the inner surface of the cylinder in a horizontal lane midway of the intake and exhaust, as s own inFigs. 1 and 4. This arrangement permits, in addition, the easy connection'of an oil-cup with such groove, as shown in Fig. 4.

As is evident, one of the marked causes for considerable of the ex ense of an engine of this character is the l)abor entailed in the many pipe fittings ordinarily required. To minimize this as much as possible, I provide a casting 40 for securing to the cylindercasting and taking the place of several of the pipe-sections, elbows, joints and other fittings otherwise needed. The value of this 1s especially great for multlple-cylinder engines, Where by its means no more piping and fittings are re uired than for the singlecylinder engine. y s shown in Figs. 1, 2 and 3, this castlng is formed with a central pas-` sage 43 communicating with the various exhaust ports 11 of the various cylinders, and terminatin in an exhaust pipe 44; a passage 41 taking t 1e mixture through a su plyipe 42 receiving the air and hydrocar on om any suitable carbureter and delivering the same to the intake ports 12 of the cylinders. -N ot only does this reduce the number of pipes and fittings, but in case it is necessary to remove the cylinder for any purpose, the piping can remain inl this casting 40 intact; the latter alone being unbolted from the cylinder-casting. Another and even more important function performed by this casting 1s that of permitting the exhaust gases to be so cooled as they escape from the cylinder, as to materially contract their volume and reduce their back-pressure. This reduction in back-pressure not only increases proportionably the work performed by the engine, but diminishes the noise of the exhaustand serves as a partial muflier without the resistance inseparable from the latter as usually constructed.

To cool the exhaust as stated, the passage 43 is almost wholly surrounded by a waterjacket 47 forming a part of the channel for conducting the water from any suitable supplyipe 48 to the cylinder water-jacket 31; the latter being formed with ports 32 communicating with this channel 47. In addi tion to this advantage of cooling the exhaust, the water thus ysup lied to the cylinderwater-jacket is partia ly warmed, and so does not strike the cylinder with the chill inseparable from the usual type of internal combustion engine for marine purposes, where the water-jacket is supplied direct from the water beneath the boat. It is found that where the engine cylinder is cooled too much,

passage 43.

port runs horizontally from the-cylinder, but

as shown in Fig. 1, I refer to slant it downward to a considera le degree. The main. advantage of this is that it permits of the water-in et 32 being located at the lowest line of the water-jacket, as illustrated in Fig. 1, and so enables the same to be thoroughly drained whenever desired.

The partition 1.3 separating the intake and exhaust is concaved on both surfaces in order to render the same sufficiently thin to permit the heat from the exhaust to strike through 'and warm the ingoing mixture; while at the same time allowing enough surface within the cylinder for the groove 19, and enough exterior surface to give a gas-tight joint between itself and the casting 40. By having said partition 13 comparatively thin and the intake mixture warmed thereby, the latter isbetter repared for its work.

As s own in Fig. 3, the exhaust' port 11 of p each cylinder is given a lateral curving divergence for the purpose of giving the issuing gases a sidewise impulse along the exhaust This aids considerably in 'lessening the backressure of the engine, as compared with what it would be were the exhaust ports precisely radial, as is customary. To prevent the exhaust from one cylinder interfering with the exhaust from another and so retarding the How of gas along the passage 43, thepdeiiector 46 is formed in said passage and the gas passing along said passage from the cylinder farthest from the outlet pipe 44 is prevented from entering the exhaust port 11 of the cylinders between the first named cylinder and sai d outlet. In addition, the deiiector aids the lateral divergence of the exhaust issuing from its ort 11 and keeps it from interference with t e iiow along the passage 43. water-jacket 31 is conducted therefrom to the space 36 in the cylinder-head 35 in the' following manner: This is sometimes done by means of piping, which with its attendant elbows, and unions, requires no less than nine joints. This means loriginal expense and subsequent care and work to insure their The water from the f constant water-tight character.- Moreover, .I

whenever it is necessary to remove thecyl- Ainder-head, as is so often required in order to overhaul the piston and parts within the cylinder, most of these joints have to'be unscrewed, entailing much labor in separating and much more in reuniting.

sections by which the water By means of my improvement, which consists of a single casting for each cylinder, no piping is needed but a single section uniting the castings of each pair of cylinders. As shown, the water-space 1n each cylinder head is formed with a radial partition 37 and the water is supplied to one side of the same, in order to force the current to flow entirely through such space 36. Over the two openings to said space, and also over the outlet 33 of the water-jacket is bolted the casting 50 which is so partitioned that it takes the water from said outlet, conveys it to the opening at one side of the partition 37, and then takes it from the other side a`nd conducts it to the pipe tapped into the cylindrical section 55. As shown in Fig. 4, said casting 50 is divided into 'three sections; one section or chamber 53 communicatingxwith the outlet 33 and one opening 38 in the ead; a second chamber 54 communicating with the openin head and also with the cylindricaA section into the ends of which are ta ped the pipeto the overiiow. Not only is this method of conveying the water from the cylinder to its head a great advantage over the system of piping described above, but also over the more customary method of having openings directly downward from the space 37 into the space 31. 'i he trouble with this is that it is practically impossible to insure the permanent water-tight character of such arrange-x ment, and -water is found to leak through into the cylinder itself, eration of the engine. With my device, l avoid all possibility of such leakage, and at the same time dispense with the complicated piping method.

n order to withdraw the piston, the head 35 is first-removed and the pitman 9 drawn up through the inner cylinder 14. lt is 'evident that the pitman-head cannot be drawn up through so restricted an opening as said cylinder. I therefore form the pitman and pitman head in two parts separable one from the other in the way shown in Fig. 5. The lower end of the pitman is reduced in diameter, and thel upper part of said pitmanhead drilled out to receive said reduced end 61. A pin or screw 62 penetrating said parts secures them against accidental separation; but inasmuch as the greater part of the work performed by the pitman is that of thrust, said in or screw needs to resist but comparative y little strain. The hole 63 continues nearly to thegcrank-pin 7 the balance of the way thereto being a small hole 64. The pitman-end 61 does not reach to the bottom of this hole 63, but sto s short suiiiciently to leave a chamber 65 esigned to be iilled by any suitable fibrous material, as cotton waste. From near the upper part of this chamber 65 a small hole 66 rises to a suitable exterior point. By introducing oil 39 in thev ows therefrom seriously aecting the op-` throu h said hole 66,' the saidwaste is saturate therewith and so gives, to lubricate the crank-pin 7, a sufficient amount, but not too much, of the oil delivered to the oilchamber 65. This arrangement, by which the pitman is rendered ca able of withdrawal through the inner cy inder 14, consequently serves two purposes;-both the separation of the pitman from its head, and the lubrication of the crank-pin. V

What I claim as my invention and for which I desire Letters Patent is as follows, to wit;-

1. An internal combustion engine comprising a main cylinder, an inner cylinder at the lower part of the main cylinder and in axial alinement therewith, a wall or jacket connecting the main and inner cylinders at the lower end forming an initial compression chamber, a bucket plunger or piston fitted to the main cylinder and having a iston rod fitting the inner cylinder, a crank s aft and a pitman connecting the same to the piston rod, said main cylinder having inlet and eX- haust ports to the combustion space designed to at or near the limit of its downward or outward stroke, said inlet port communicating with the initial compression space, and said main cylinder havin also a fuel inlet port leading to the initia compression. chamber arranged to be uncovered by the piston when at or near the limit of its upward or compression stroke, substantially as described.

2. ln an internal combustion engine, a main cylinder, an inner cylinder in the lower end thereof comprising an annularinitial compression space, a wall closing the lower end of said s ace, inlet and exhaust ports to the combustion space of the main cylinder, and an inlet port to the initial compression chamber or space, a bucket plunger or piston litted to the mainzcylinder and adapted to open and close the ports leading to the comllo bustion chamber, a' member carried by the piston and sliding within said inner cylinder and suitably pac ed to form a tight 'oint, a crankshaft, a piston connecting sai member with the crank shaft, and a removable head for the main cylinder, substantially as described;

3. In an internal combustion engine, the combination with a mainvcylinder and inner cylinder, of the bucket plunger having a central tubular boss, a tubular piston rod iixed in said boss, a itman pivoted insaid piston` rod, a cranks aft havin its crank in engaged b said ptman, an a removab e head or sai main cylinder; said itman being made separable to permit sai plunger and tubular piston rod to be withdrawn from said cylinders.

4. In a two-cycle internal combustion engine, the main cylinder havin its exhaust port .and by-pass in substantie 1y the same be uncovered by the piston when )lli lane, and an intake close below said exliaust, in combination with a piston reciprocating therein, said cylinder bein -formed with an internal groove immediate y below said exhaust port and by-pass and above said intake.

5. The combination with a Water-jacketed internal combustion engine having a plane surface through which are the intake and exhaust ports and the inlet to the water-jacket, of a member removably secured to said surface and formed with separate passages-communicating with said intake, exhaust and inlet respectlvely, and suitable piping to said assages; whereby said cylinder can be freed ii'om said pi ing by simply disconnecting said member om the cylinder.

6. The combination with an internal combustion engine cylinder having a surface through which are the intake and exhaust ports, of a member removably secured to said surface and formed with separate passages communicating with said intake and exhaust port, and suitable piping to said assages; whereby said cylinder can be freed om said iping by simply disconnect-ing said member rom the cylinder.

7. The combination with a Water jacketed internal combustion engine c linder having a surface through which are lntake and exhaust ports and an inlet to the water jacket of a member removably secured to said surface and formed with separate passages communicating with said intake and exhaust andinlet respectively, and suitable piping to said passages whereby said cylinder can be freed om said ipin by' disconnecting said member from t e cy nder, the passage to the exhaust being surrounded for the greater part by said water inlet and the remaining part of said exhaust passage being in proximity to the fuel intake wherebysaid exhaust4 is cooled by both the -cooling and combustible luids into sai concentric water passage.

9. The combination With a Water-'jacketed internal combustion engine having a surface through which are the intake and exhaust ports and the inlet to the Water jacket, of a member removably secured to said surface and having passages communicating with said intake, exhaust and inlet; said intake and exhaust ports having externally depressed openings to said permitting the i et to the water-jacket to be suliicient to drain the latter.

enings at their lower ends eadingassages for the purpose ofv 10. In an internal combustion engine, a v

single casting composing a main-cylinder, an

inner cylinder rising from the lower .part of the casting into said main cylinder, a compression chamber surrounding the base of said inner c linder, a by-pass opening into the main cy 'nder and communicating.I with the compression chamber, from the main cylinder substantially opposite an exhaust port the by-pass, an intake opening into the main cylinder bucket plunger and piston rod iitting in said main and inner c linder respectivel v 1 In testimony t at I claim the foregoing invention, I have hereunto Vset my hand` this 15th day of March, 1906. f'

l DANIEL L. OULTON.

' Witnesses: f

* FRED G. TILToN, A. B. UrnAM.

ust below said exhaust port, and-a

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