US973268A - Internal-combustion engine. - Google Patents

Description

G. E. POGG.

INTERNAL COMBUSTION ENGINE.

APPLIUATION FILED JUNE 11, 1909.

973,268. Patented Oct. 18, 1910.

w/rA/ssEs INVENTOH 15/4.

OHIARLEG ELISHA. FOGG, OF KENNETH SQUARE, PENNSYLVANIA.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Oct. 18, 1910.

Application filed June 11, 1809. Serial No. 601,465.

To all whom it may com-em:

Be it known that I, CHARLES E. Foco, a citizen of the United States, and a resident of Kennett Square, in the county of Chester and State ofPennsylvania, have invented a certain new and useful Internal-Combustion Engine, of which the following is a full, clear, and exact description.

The principal objects which the resent invention has in view are: to provi e simple and ellicient means for lubricating engines of the character specified and the internally contained piston rod connections; and to provide a construction therefor which is simple, eiiicient and durable.

One embodiment of the present invention is disclosed in the construction illustrated in the accompanying drawings, wherein like characters of reference indicate like parts throughout the views, and in which" Figure 1 is a side elevation partly in section, of a multiple arrangement of engines built in conformity with this invention, and mounted in quadrant arrangement upon a driving shaft; Fig. 2 is a vertical section taken on the line 2-2 in Fi 1.

The present invention is illustrated in the accompanying drawings and herein described as being applied to an engine, the construction whereof most clearly necessitates the needs for the use of a lubricating device of the character described.

The timing mechanism and the. carlmrcting mechanism, employed in conjunction with an engine built in conformity with this invention, do not differ materiallv from those which are at present in use and, therefore, form no partof the present drawin s or specification. It is suliicieut to state 111 this connection, that the mechanism for timing the explosions is such that in each of the assemb ed elements constituting an engine, the explosions will transpire in the upper and lower ends of the cylinder 6 after the crank pin 7 has passed the center line. The same practice in this connection will be followed, as in internal combustion cngines of other makes, wherein by changing the sparking period with reference to the highestcompression. the propelling force of the explosion is diminished.

In. the present invention the piston 8 is a double-ended and closed cylinder as shown in Fig. 2 of the drawings, and is provided with the usual packing rin s 9. The side walls are formed to a sufiihicnt length to} operate as guides within the cylinder 6. At each side of the median line and on 0 pcsite sides of the cylinder are introduoet exhaust ports 10, 10, and the intake ports 11 and 12. The istcn 8 is provided with extensions 13 an 14 disposed in line with the intake ports 11 and 12. The extensions 13 and 14 are provided with curved walls adapted to uline with the ports 11 and 12 to divert the inrush from the said ports and compel the flow thereof toward the extreme upper and lower ends of the cylinder 6, according as the said intake is from the port 11 or the port 12, or on the upper or the lower side of the median line.

The piston rod 15 is extended through a suitable housing 16, packed in any suitable manner, the packing being secured in position therein by a gland 17.

The lower end of the piston rod 15 is fixedly secured in the upper surface of the head of a plunger 18 mounted in a. cylindrical race 19, which at the upper end widens to the compression chamber 20 and at the lower end to the chamber 21 forming the casing or runway for the crank pin 7, and the crank arms 22 which are rigidly mounted upon a shaft 23. The plunger 18, being connected on the same rod, has the same length of travel. On the median line of the limits of the travel of the plunger 18 there is introduced into the race 19 the inlet tube 24: leading from the mrlmrcter.

It will he observed that the pipe 24 is fully opened only when the Jlunger 18 is at rest, which is when the cran pin 7 is moving past the center line at the top and bottom of the stroke. At such times the plunger having passed beyond the pipe 24, there has been caused within the race 19 at the side of the plunger from which it has moved, apartial vacuum, which, when the pipe 24 is exposed, draws from the carburcter, until the atmospheric or the carburetor pressure is equalized.

T he chamhrs 20 and 21 are connected with the cylinders 6 through connecting tubes 25 and 26 respectively, these tubes being introduced through the ports 12 and 11 respectively.

The various oiling features in the engine herein described, are similar to those cmploycd in the usual construction of the pres out day, exceptthat the piston rod 15 is oiled by means of a cup 2|, into which an oil feed pipe (not shown) is introduced from the outside of the framework of the engine. The lower edge of tho cu p 27 where the rod 15 passes, does not wipe tho said rod, but permits the oil to puss along the surface of the some to be received in 11 cup 28 formed in the upper surface of the plunger 18. Small feed tubes 18' are formed through the structure of the plunger 18 to lead into the bearings formed in the said plunger to receive a pm 29, u on which a pitman 30 is mounted, by whxc 1 pitman the crank shaft 9.3 is driven.

Connected with the exhaust ports 10, 10, is a bifurcated extension 31 o a pipe 32. The cylinders 6 are provided with the psual form of water jacket 33, and the ordinary coolin appliances therefor.

W'it an engine thus described, mounted and operated singly, or as a unit of a mult1- ple battery, the operation as far as the pres ent invention is concerned is limited to the reciprocation of the piston rod 15 and the pitman 30. The rod is thereby thoroughly oiled, and in its extended position into the chamber 20 it carries the oil out of the box 27. l accumulation of oil on the rod 15 gradual y passes to the cup 28 on the plun- "er 18, and is transferred therefrom through t hc passages 18 to the bearings of the pin 2-9 in the said plunger, lubricating the same.

Having thus described my invention, I claim as new and desire to secure by Letters Patent:

1. An internal combustion engine com-.

prising a power cylinder; a piston adapted to be l'eciprocated in said power cylinder; a compression chamber formed in line with the said power cylinder and divided there from by a dividing wall; a compressing plunger adapted to be reciprocated in said compression chamber; a piston rod fixedly attached to said piston and to said plunger and extended through said dividing wall; a

pilimun 'iivotully connected to said plunger and to t no crank shaft of the cugirm; an oil cup surrounding said pislon rod and supported on the said divuliug will]; a cu i In said plunger arranged to receive the oil :rom said piston rod; and percolating passages to convey the oil from said cup to the pivotal mounting of said pitmuu in said plunger.

2. In an internal combustion engine cmbodying vertically disposed rod connected pistons and a pitman pivotally connected with the lowermost of said pistons; an oiling mechanism comprising a plurality of oil receptacles disposed in superposed relation and having open communication with the side of said rod; and percolating passa es leading from the lower of said reccptac es to said pivotal connection between said lower piston and pitma n.

3. In an internal combustion engine embodying a plurality of vertically disposed rod connected pistons and a pitman pivotally connected with the lowermostof said pistons; an oiling mechanism comprising a stationary oiling receptacle surrounding and in open communication with the sides of the rod conncct'mg Said. (pistons to hold the oil contained in sai receptacle in direct contact with said rod; a second oil receptacle disposed below said stationary receptacle and xedly mounted on said rod in open comnnznication therewith to receive the oil from the sides of said rod; and percolating passages connecting said second receptacle and the pivotal connection between said lower piston and said pitman.

In testimony whereof I have sinned my name to this specification in the presence of two subscribing witnesses.

CHARLES ELISHA FOGG. Witnesses:

J. CLARENCE Foss,

JOHN H. Voonnnns.

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