US939376A - Internal-combustion engine. - Google Patents

Internal-combustion engine. Download PDF

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Publication number
US939376A
US939376A US49578309A US1909495783A US939376A US 939376 A US939376 A US 939376A US 49578309 A US49578309 A US 49578309A US 1909495783 A US1909495783 A US 1909495783A US 939376 A US939376 A US 939376A
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Prior art keywords
cylinder
cylinders
power
piston
displacer
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US49578309A
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William Morten Appleton
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02—Engines with prolonged expansion
    • F02B41/06—Engines with prolonged expansion in compound cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02—Engines with prolonged expansion
    • F02B41/04—Engines with prolonged expansion in main cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two

Definitions

  • This invention relates tointernal combustion engines of the two-cycle type in which each power cylinder has a displacer cylinder, and it has for its object to ass into the power cylinders a charge of alr in admencemcnt of the return stroke and the vance of the charge of explosive mixture so' placer cylinders
  • Fig. 2 is a view in sectional elevation on line w a: of Fig. 1 showing the piston of one of the power cylinders at the commencement of its workin stroke and the piston of its displacer cylin er a proaching the end of .its suction stroke. 1g.
  • FIG. 3 is a similar view showing the piston of one of the power cylinders just after the com- 1ston of its displacer cylinder at the end 'of Lits discharging stroke
  • Fig. is a similarview s owing the piston of one'of the power cylinders approaching the end of its return stroke and the piston of its displacer cylinder approaching the completion of its suction' stroke.
  • the engine consists of two pairs of ower and displacer cylinders or of multip es of said pairs.
  • the working cylinders a and. a" are located on one side of the crank-shaft a and the displacer cylinders e and e on the other side thereof.
  • the crank-shaft c has two crank-pins c and c which are set at an angle of 180 to one another. Tothe crankpin '0 are coupled both the connecting rodd of the piston b of the, power cylinder at and the connecting rod of the piston of the displacer cylinder 6, and to the crank-pin 0 are coupled the connecting rod d of the piston b of the power cylinder a" and theconuecting rod [L of the iston f of the dis placer cylinder 6.
  • admission valves 1' putting a common induction pipe p into communication with said cylinders, and in the front ends of the power cylinders are exhaust ports a adapted to be covered and uncoveredby the pistons of said cylinders.
  • the back of the displacer cylinder of each pair of cylinders is in communication with the power cylinder of the other pair by means of a suitable pipe or passage, that is to say, the back end of the displacer cylinder e is in communication with the front end of the power cylinder a by means of the pipe [wand the back end of, the displacer oylinder e is in communication with the forward end of the power cylinder a" by means of the pipeYcR-
  • the openings of the pipes k and [0 into, the power cylinders are covered and uncovered by the pistons of the power cylinders, but the openings of said pipes into the displacer cylinders are'neither covered nor uncovered by the pistons of said cylinders.
  • openings 0 the pipes in and 70 into the power cylinders are so located that they are uncovered by the pistons of said cylinders just before they reach the ends of their, working strokes and are closed by said pistons at the commencement of their .re; turn strokes.
  • Saidopemngs are also opened by the front ends of the pistons'of the ower cylinders as they approach the ends '0 their return strokes which puts the displacer cylinders respectively in communication. with the front epds of the power cylinders which are open to the atmosphere through the hole 0 in the crank-chamber l.
  • the displacer cylinders are set at such an angle with the power cylinders that the pis- .ton of eachdisplacer-cylinder is moving on its suction stroke during the whole of the time the passage between said cylinder and its power cylinder is open to the atmosphere through the front end of said power cyl1nder, so that during the latter part of the suction stroke of the piston of the displacer cylinder air is drawn into said cylinder through said passage, the front end of the power cylinder, the crank chamber, and the hole or aperture therein.
  • the cycle of operations is as follows: Commencing with the workingstroke of one of the power cylinders the piston of said cylinder first closes the passage between said cylinder and its displacer cylinder to the front end of the power cylinder and then as said piston ap roaches the end of its working stroke it first uncovers the exhaust port and Subsequently opens the passage between the two cylinders to the back end of the power cylinder. On the return stroke of the piston of the power cylinder it first closes the passage between the two cylinders, next closes the exhaust port, and as it ,reaches theend of said stroke it opens the passage between the two cylinders to the atmosphere through the front end of the power cylinder.
  • the piston of its displacer cylinder At the end of the return stroke and the commencement of the working stroke of the piston of the power cylinder the piston of its displacer cylinder is reaching the end of its outer or suction stroke and draws air into said displacer cylinder through the front end of the power cylinder until the passage between the two cylinders is closed by the piston of the power cylinder;
  • the piston of its dis lacer cylinder is making its return or disc arging stroke which operates to compress the gaseous mixture and the air in said cylinder until the passage between the two cylinders is opened by the "piston of the power cylinder, which allows first the air and then the gaseous mixture to flow into the power cylinder.
  • the air operates to scavenge said cylinder and passes out by the exhaust port until said port is closed by the psiston of said cylinder on its return stroke.
  • each displacer cylinder is placed alternately in communication with the back end of its power cylinder and with the atmosphere through the front end of said cylinder.
  • the cylinders of each pair being set at such an angle to one another that the piston of each displacer cylinder is moving on itssuction stroke during the whole of the time the passage between said cylinder and its power cylinder is in comnmnication with the atmosphere through the front end of said power cylinder, as set forth.

Description

W. M. APPLETON. INTERNAL COMBUSTION ENGINE.
APPLICATION FILED MAY 13, 1909.
Patented Nov. 9, 1909.
ENVEN TOR MZZz'amMorZm Applelon 1 v Q 2 I UNITED STATES PATENT OFFICE.
WILLIAM MOBTEN APPLETON, OF wEsToN sUPER-MARE, ENGLAND.
INTERNAL-COMBUSTION ENGINE.
Specification of Letters Patent.
Patented Nov. 9, 1909.
Application filed may 13, 1909. Serial No. 495,783.
To all whom it may concern:
Be it known that I, WILLIAM MORTEN ArrLn'roN, a subject of the King of Great Britain and Ireland, and residing at Hill Road, Weston-super-Mare, in thecounty of Somerset, England, engineer, have invented a new and useful Improvement in Internal- Combustion En ines, of which the following is aifull an complete specification.
This invention relates tointernal combustion engines of the two-cycle type in which each power cylinder has a displacer cylinder, and it has for its object to ass into the power cylinders a charge of alr in admencemcnt of the return stroke and the vance of the charge of explosive mixture so' placer cylinders, Fig. 2 is a view in sectional elevation on line w a: of Fig. 1 showing the piston of one of the power cylinders at the commencement of its workin stroke and the piston of its displacer cylin er a proaching the end of .its suction stroke. 1g. 3 is a similar view showing the piston of one of the power cylinders just after the com- 1ston of its displacer cylinder at the end 'of Lits discharging stroke, and Fig. is a similarview s owing the piston of one'of the power cylinders approaching the end of its return stroke and the piston of its displacer cylinder approaching the completion of its suction' stroke.
Throughout the views similar parts are marked with like letters of reference.
According to the present invention, the engine consists of two pairs of ower and displacer cylinders or of multip es of said pairs.
The working cylinders a and. a" are located on one side of the crank-shaft a and the displacer cylinders e and e on the other side thereof. The crank-shaft c has two crank-pins c and c which are set at an angle of 180 to one another. Tothe crankpin '0 are coupled both the connecting rodd of the piston b of the, power cylinder at and the connecting rod of the piston of the displacer cylinder 6, and to the crank-pin 0 are coupled the connecting rod d of the piston b of the power cylinder a" and theconuecting rod [L of the iston f of the dis placer cylinder 6. In he heads of the displacer cylinders are admission valves 1' putting a common induction pipe p into communication with said cylinders, and in the front ends of the power cylinders are exhaust ports a adapted to be covered and uncoveredby the pistons of said cylinders.
The back of the displacer cylinder of each pair of cylinders is in communication with the power cylinder of the other pair by means of a suitable pipe or passage, that is to say, the back end of the displacer cylinder e is in communication with the front end of the power cylinder a by means of the pipe [wand the back end of, the displacer oylinder e is in communication with the forward end of the power cylinder a" by means of the pipeYcR- The openings of the pipes k and [0 into, the power cylinders are covered and uncovered by the pistons of the power cylinders, but the openings of said pipes into the displacer cylinders are'neither covered nor uncovered by the pistons of said cylinders. The. openings 0 the pipes in and 70 into the power cylinders are so located that they are uncovered by the pistons of said cylinders just before they reach the ends of their, working strokes and are closed by said pistons at the commencement of their .re; turn strokes. Saidopemngs are also opened by the front ends of the pistons'of the ower cylinders as they approach the ends '0 their return strokes which puts the displacer cylinders respectively in communication. with the front epds of the power cylinders which are open to the atmosphere through the hole 0 in the crank-chamber l. As the front ends 0% the pistons I) do not clear the orifices o the assages k and is when they are at the cm s of their return strokes a gap or recess 6 is out or formed in. the front edge of each piston for the purpose of opening said passage completely to the front ends of the power cylinders.
The displacer cylinders are set at such an angle with the power cylinders that the pis- .ton of eachdisplacer-cylinder is moving on its suction stroke during the whole of the time the passage between said cylinder and its power cylinder is open to the atmosphere through the front end of said power cyl1nder, so that during the latter part of the suction stroke of the piston of the displacer cylinder air is drawn into said cylinder through said passage, the front end of the power cylinder, the crank chamber, and the hole or aperture therein.'
The cycle of operations is as follows: Commencing with the workingstroke of one of the power cylinders the piston of said cylinder first closes the passage between said cylinder and its displacer cylinder to the front end of the power cylinder and then as said piston ap roaches the end of its working stroke it first uncovers the exhaust port and Subsequently opens the passage between the two cylinders to the back end of the power cylinder. On the return stroke of the piston of the power cylinder it first closes the passage between the two cylinders, next closes the exhaust port, and as it ,reaches theend of said stroke it opens the passage between the two cylinders to the atmosphere through the front end of the power cylinder. At the end of the return stroke and the commencement of the working stroke of the piston of the power cylinder the piston of its displacer cylinder is reaching the end of its outer or suction stroke and draws air into said displacer cylinder through the front end of the power cylinder until the passage between the two cylinders is closed by the piston of the power cylinder; During the remainder of the working stroke of the piston of thepower cylinder the piston of its dis lacer cylinder is making its return or disc arging stroke which operates to compress the gaseous mixture and the air in said cylinder until the passage between the two cylinders is opened by the "piston of the power cylinder, which allows first the air and then the gaseous mixture to flow into the power cylinder. The air operates to scavenge said cylinder and passes out by the exhaust port until said port is closed by the psiston of said cylinder on its return stroke.
uring the return stroke of the piston of thepower cylinder when the passage be tween the two cylinders is closed the piston of the displacer cylinder is on its suction stroke drawing in gaseous mixture through the admission valve until said piston opens the passage between the two cylinders and puts the isplacer cylinder into communication with the atmosphere through the front end of the power cylinder, when the admis-- sion valve closes and air only is drawn into the displacer cylinder as before described. The working stroke of the piston of the other power cylinder commences when the piston of the first-named power cylinder is commencing its return stroke and the cycle of operations is the same as in the firstnamed power cylinder and its displacer cylinder.
What I claim and desire to secure by Letters Patent is i In a two-cycle internal combustion engine, the combination of two pairs of cylinders each pair comprising a power cylinder. and a displacer cylinder, the front ends of the power cylinders being 0 en to the atmosphere, a two-throw cran -shaft the crankpins of which are at an angle of 180 to each other, pistons in said cylinders, connecting rods for coupling the pistons to the crank-pins of the crankshaft, the pistons of one power cylinder and one displaeer cylinder being coupled to the same crank-p n, valves for the admission of the explosive mixture to the displacer cylinders, exhaust ports in the forward ends of the power cylinders which areopened and closed by the pistons of said cylinders, and a pipe or passage connecting the back end of each of the displacer cylinders with "the forward end of the power cylinder of the other pair, said passages being so located that they are uncovered by the pistons in. the power cylinders as said pistons approach the ends of both of their strokes whereby each displacer cylinder is placed alternately in communication with the back end of its power cylinder and with the atmosphere through the front end of said cylinder. the cylinders of each pair being set at such an angle to one another that the piston of each displacer cylinder is moving on itssuction stroke during the whole of the time the passage between said cylinder and its power cylinder is in comnmnication with the atmosphere through the front end of said power cylinder, as set forth.
In testimony whereof I have hereto signed my name in the presence of two subscribing witnesses.
WILLIAM non'rnu APPLE'ION.
Witnesses:
rimmer H. Corn, EFFIE Josnrmnn Fnssnnn.
US49578309A 1909-05-13 1909-05-13 Internal-combustion engine. Expired - Lifetime US939376A (en)

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Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2454612A (en) * 1944-12-08 1948-11-23 Paxman Edward Philip Construction of internalcombustion engines
US2708425A (en) * 1945-10-06 1955-05-17 William L Tenney Two-cycle crank case compression engine
US2726646A (en) * 1952-02-07 1955-12-13 Robert B Black Gaseous fluid operated prime mover with rotary sleeve valve assembly
US6543225B2 (en) 2001-07-20 2003-04-08 Scuderi Group Llc Split four stroke cycle internal combustion engine
US6722127B2 (en) 2001-07-20 2004-04-20 Carmelo J. Scuderi Split four stroke engine
US20040255882A1 (en) * 2003-06-20 2004-12-23 Branyon David P. Split-cycle four-stroke engine
US20050016475A1 (en) * 2003-07-23 2005-01-27 Scuderi Salvatore C. Split-cycle engine with dwell piston motion
DE102009029808A1 (en) * 2009-04-09 2010-10-14 Willi Fechner Gmbh internal combustion engine
US20100258098A1 (en) * 2009-04-09 2010-10-14 Green Louis A Two-Stroke Engine and Related Methods

Cited By (38)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2454612A (en) * 1944-12-08 1948-11-23 Paxman Edward Philip Construction of internalcombustion engines
US2708425A (en) * 1945-10-06 1955-05-17 William L Tenney Two-cycle crank case compression engine
US2726646A (en) * 1952-02-07 1955-12-13 Robert B Black Gaseous fluid operated prime mover with rotary sleeve valve assembly
US6722127B2 (en) 2001-07-20 2004-04-20 Carmelo J. Scuderi Split four stroke engine
US6609371B2 (en) 2001-07-20 2003-08-26 Scuderi Group Llc Split four stroke engine
US20040050046A1 (en) * 2001-07-20 2004-03-18 Scuderi Carmelo J. Split four stroke engine
US7017536B2 (en) 2001-07-20 2006-03-28 Scuderi Carmelo J Split four stroke engine
US7628126B2 (en) 2001-07-20 2009-12-08 Scuderi Group, Llc Split four stroke engine
US20090250046A1 (en) * 2001-07-20 2009-10-08 Scuderi Carmelo J Split four stroke engine
US6880502B2 (en) 2001-07-20 2005-04-19 Carmelo J. Scuderi Split four stroke engine
US20050139178A1 (en) * 2001-07-20 2005-06-30 Scuderi Group, Llc Split four stroke engine
US6543225B2 (en) 2001-07-20 2003-04-08 Scuderi Group Llc Split four stroke cycle internal combustion engine
US20060168957A1 (en) * 2001-07-20 2006-08-03 Scuderi Group, Llc Split four stroke engine
US20070272221A1 (en) * 2003-06-20 2007-11-29 Branyon David P Split-cycle four-stroke engine
US20090272368A1 (en) * 2003-06-20 2009-11-05 Branyon David P Split-Cycle Four-Stroke Engine
US8006656B2 (en) 2003-06-20 2011-08-30 Scuderi Group, Llc Split-cycle four-stroke engine
US20050268609A1 (en) * 2003-06-20 2005-12-08 Scuderi Group, Llc Split-cycle four-stroke engine
US7954461B2 (en) 2003-06-20 2011-06-07 Scuderi Group, Llc Split-cycle four-stroke engine
US6952923B2 (en) 2003-06-20 2005-10-11 Branyon David P Split-cycle four-stroke engine
US20090150060A1 (en) * 2003-06-20 2009-06-11 Branyon David P Split-cycle four-stroke engine
US20090199829A1 (en) * 2003-06-20 2009-08-13 Branyon David P Split-Cycle Four-Stroke Engine
US7588001B2 (en) 2003-06-20 2009-09-15 Scuderi Group, Llc Split-cycle four-stroke engine
US20090229587A1 (en) * 2003-06-20 2009-09-17 Branyon David P Split-cycle four-stroke engine
US20090241927A1 (en) * 2003-06-20 2009-10-01 Scuderi Group, Llc Split-Cycle Four-Stroke Engine
US20090241926A1 (en) * 2003-06-20 2009-10-01 Scuderi Group, Llc Split-cycle four-stroke engine
US7954463B2 (en) 2003-06-20 2011-06-07 Scuderi Group, Llc Split-cycle four-stroke engine
US7810459B2 (en) 2003-06-20 2010-10-12 Scuderi Group, Llc Split-cycle four-stroke engine
US20090283061A1 (en) * 2003-06-20 2009-11-19 Branyon David P Split-Cycle Four-Stroke Engine
US20040255882A1 (en) * 2003-06-20 2004-12-23 Branyon David P. Split-cycle four-stroke engine
US20060011154A1 (en) * 2003-07-23 2006-01-19 Scuderi Group, Llc Split-cycle engine with dwell piston motion
US20050016475A1 (en) * 2003-07-23 2005-01-27 Scuderi Salvatore C. Split-cycle engine with dwell piston motion
US7121236B2 (en) 2003-07-23 2006-10-17 Scuderi Salvatore C Split-cycle engine with dwell piston motion
US6986329B2 (en) 2003-07-23 2006-01-17 Scuderi Salvatore C Split-cycle engine with dwell piston motion
DE102009029808A1 (en) * 2009-04-09 2010-10-14 Willi Fechner Gmbh internal combustion engine
US20100258098A1 (en) * 2009-04-09 2010-10-14 Green Louis A Two-Stroke Engine and Related Methods
DE102009029808B4 (en) * 2009-04-09 2013-05-23 Willi Fechner Gmbh internal combustion engine
US8505504B2 (en) 2009-04-09 2013-08-13 Louis A. Green Two-stroke engine and related methods
US8826870B2 (en) 2009-04-09 2014-09-09 Louis A. Green Two-stroke engine and related methods

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