US1393132A - Internal-combustion engine - Google Patents

Description

J. HUTCHINSON.

INTERNAL COMBUSTEON ENGINE.

APPLICATION FILED MAR. 31, 1919.

1,393,132, Patented Oct. 11, 1921.

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APPLICATION FILED MAR. 31,1919.

Patented Oct. 11, 1921.

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INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAR. 31. 1919.

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INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAR. 31, 1919.

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enter 1. HUTCHINSON.

INTERNAL COMBUSTION ENGINE.

. APPLICATION FILED MAR 3h 1919 1,393,132. Patented Oct 11, 1921-.

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UNITED STATES JOB EUTCHINSON, OF BROOKLYN, NEW YORK,

INTERN A-LCOMBUSTION ENGINE.

Specification of Letters Patent.

Patented Oct. 11, 1921.

Application filed March'31, 1919. Serial No. 286,466.

To all whom it may co-ncewi:

Be it known that I, Jon HUTCHINSON, a citizen of the United States, residing at Brooklyn, in the county of Kings and State of New York, have invented new and useful Improvements in Internal-Combustion Engines, of which the following is a specification.

Thi invention relates to internal combustion engines, and more particularly to en-' space at the end of the cylinder, and hence the compression, as conditions may require. In every engine, there is a certain definite compression which produces the highest efficiency, with a given quality of fuel, and with a given density of the atmosphere. Where the grade of fuel varies it is desirable to correspondingly change the compres sion, and where, as in flying machine work, the altitude, and consequently the density of the surrounding air, constantly varies, it is necessary for the operator to be able to adjust the size of the combustion space while the machine is in motion, without leaving his seat. By means of my improved construction, the size of the combustion or compression space can either be increased or reduced, as required, and the increase of such space will make possible very low throttling, and prevent condensation when kerosene is used as fuel.

A further and important object of the invention is to provide a two-cycle engine having an initial compression chamber entirely se arate from the crank-case, and preferab y located between such crank case' and the cylinder.

A further object is to provide an auxiliary piston, operated from the main crank shaft, for producing a higher compression in such chamber than could be normally produced by the main or working piston alone.

A still further object of the invention is to provide a two-cycle engine of the above type in which the inlet and exhaust ports to the working cylinder are controlled wholly by the piston itself without the use of other valves. I

Other objects of the invention are to an range the connecting rods so that the wrist pins and crank bearings may be easily accessible for inspection and repair without removal of the engine base or crank case. and to provide an improved pressure oiling system for the various parts of the engine structure. With the above and other subsidiary obects in view, and to improve and simplify in many ways the structural details, the invention consists in the construction, combination and arrangement of parts hereinafter described and claimed, and illustrated 1n the accompanying drawings,'in which: Figure 1 is a side elevation of a four-cylinder, two-cycle engine constructed in accordance with my invention, showing the control of the combustion space from the drivers seat;

Fig. 2 is a vertical transverse section through my improved engine substantially on the line 22 of Fig. 3;

Fig.3 is a longitudinal section through one of the cylinders and associated parts substantially on the line 3-3 of Fig. 4, parts being in elevation; j, v

Fig.' 4 is atransverse section through the gpngirge substantially on the line I 4--4 of 3- Fig. 5 is a horizontal fragmentary section substantially on the line 5-5 of Fig. 4;

Figs. 6, 7 and 8 are horizontal sections on the lines 6-6, 7-7, and 8-8, respectively of Fig.4, parts .being omitted;

Figs, 9 and 10 are verticalsectional views taken in planes at right angles to each othershowing a modified construction of piston and pitman rods.

Fig. '10 is a fragmentary sectional view simllar to Fig. 10, but showing a slightly different construction;

Fig. 11 is a transverse section showing a modified form of engine in which there are two crank shafts geared to a common power shaft; and

Fig. 12 is a vertical transverse section somewhat similar to Fig. 4 but showing a slightly modlfied construction, parts being omitted. i

Referring to the drawings in detail, my

improved engine comprises a suitable basecasting 1 on which the cylinders .2 are mounted. The upper ends of the cylinders are closed by the heads 3. pair of exhaust manifolds 4: is provided. one on each side of the engine and these are connected with exhaust ports 54. hereinafter referred to. by means of the branches 4*. To the lower partof the base 1 is secured a crank case 5 having an extended trough-shaped portion (3 which serves as n oil reservoir.

Themain or crank shaft is designated at T and the usual fan at S. the fan being driven from the crank shaft by means of gearing inclosed within-the easing 9. This gearing also drives the shaft 10 which is coupled to a water circulatingpump 11 and to ignition generator 12.

The water circulating system comprises the pipe 13 leading to the pump 11. a pipe 13 extending from the pump to the engine base, and a pipe 14 which taps the upper ends of the several 'ater jackets surrminding the res )ective cylinders. Referring particularly to l igs. 4 and T it will be seen that there is a water channel 23 extendingalong each side of the engine base connecting with the pipe 13. The channels 23 are connected by means of cross channels 21 extending between the cylinders and are provided in their 'upperwalls w1th ports 25 adapted to register with similar ports formed in the lower wallof'each cylinder water jacket 26. In assembling the. parts these ports are caused to register and this forms the water channels or spaces in both the engine base and cylinders into a single, intercomm'u'nicating, circulating system. Since the pump 11 delivers into the channels 23 in the engine base, the cylinders with their water jackets can be removed without disturbing the pump. 15 designates the intake manifold and is clearly shown in Figs. 2 and 4. This manifold is preferably east integral with the base structure. Fuel gas or vapor is supplied to the manifold 15 from a suitable carbureter (not shown) through the pipe 16.

The outer wall of the manifold 15 is provided with a. plurality of valve seats 17, one for each cylinder, and cooperating with each of these seats is a puppet valve 18 mounted on a stem 21 and urged toward its seat by means of a spring 19. This valve controls ommunication between the manifold 15 and the initial compression or suction chamber which I have designated 20, and the spring and valve are located in such chamber. The valve stems 21 slide freely through bushings mounted in the inner wall of the manifold 15 and their inner ends ride upon cam surfaces formed on the edge of crank disks 22 to which the main pitman rods are connected. and which are mounted on the main shaft 7. By virtue of this construction the puppet valves are, operated directly from the gearing. and the engine can run in one direction only.

The main or working piston of each cylinder is designated in its entirety by thereferenee numeral :27 and is of novel construction. It comprises a central body portion which carries the wrist pin to which the pitmau rods are secured. This wrist pin exvided. one being carried by each end of the v wrist pin just outside of the cylinder. By reason of the construction described each pitman rod may be disconnected from the wrist pin by removing the corresponding section from the outside. The lower ends of the connecting rods 32-are journaled on wrist pins 33 carried between pairs of the crank disks :22. I

The pitman rods and associated parts are inclosed within a casing extending between the cylinders and constructed as follows: Each cylinder is provided at its sides with plates or flanges 34 which. at the bottom, where they rest upon the engine base. are substantially the same width as such base. and which grow narrower toward their upper ends. At the top of the flanges 3i, and just above the upper end of the slots 28. the cylinders are provided with horizontally extending cross flanges 35 and to the flanges 34 and are secured cover plates 36 and 37, which. as will be seen from an inspection of Figs. 1 and 2. completely inclose the space between the cylinders within which space the pitman rods operate.

The engine base .structure 1 is provided with a series of transverse partition walls 1 (see Fig. 5). these walls extending down to about thelevel of the axis of the crank shaft, and at. this level such partition walls are united impairs by means of horizontal partitions 38 also preferably cast integral with the engine base. From an inspection of Figs. 3, 4 and 5 it will be seen that the partition walls l and 38 in'close a space compartment located between such crank case and the lower end of the corresponding cylinder.

The fuel gases may be drawn into and compressed in this compression chamber by means of the working piston 27 alone, if desired, but I have found itadvantageous to provide auxiliary means for producing super-compression in this "chamber. Such super-compression of the charge is valuable when working in rare atmospheres and produces a more effective scavenging under other conditions. As shown in the drawing and particularly in Figs. 3 and 4 thereof,

the means which I have provided for pro-v piston 41. It will thus be seen that as the I shaft 7 revolves the. piston 41 is caused to reciprocate. It will also'be noted that thispiston forms part of the dividing wall between the compression chamber 20 and the crank case so that any upward movement of the piston tends to decrease the capacity of such chamber and to compress its gaseous contents. It will be understood that the piston 41 moves u as the working piston 27 moves downwar ly, thereby compressing the charge between them. Conversely, when the working piston 27 moves upwardly the piston 41 moves down, thus producing a vacuum in the chamber 20 and drawing a fuel charge intothe same through the valve port 17, the valve 18 during such time being lifted by means of the cam disk22. In practice it is desirable to so proportion the parts that the volume of gas drawn in by the combined movement of the two pistons 27 and 41 as above described, is at least equal to the entire volume of the working cylinder, including the combustion space. By this means the complete expulsion of the burnt gases from the working cylinder is assured;

The working piston 27 is provided with a plurality of sets of packing rings 46 and preferably is formed with an extension 47 which surrounds the cylinder 40. This extension is cut away on opposite sides as indicated at 48 (see Fig. 3) so as to clear the enlargement 39 and also to insure free communication between the upper end of cylinder 40 and the chamber-20.

The inner wall of each cylinder 2 is extended slightly below the Water jacket as indicated at 49. in Fig 4, and in such extension is formed a pair of diametrically opposed ports 49 communicating with the chamber 20. The piston 27 is formed with a pair of similarly disposed ports 50 adapted to register with the ports 49 as shown in Fig. 4, and the ports 50 communicate with the interior of the working cylinder through passages 51 formed in the piston (see Figs. 4 and 6). It will be noted that the piston rings 46 are arranged on both sides of the ports 50 so as to prevent leakage of gas.

Forming part of the working piston 27 is a sleeve 52 which extends upwardly from the upper; set of acking rings 46 and snugly fits the interior of the cylinder. This sleeve is provided near its upper end with exhaust ports 53 adapted to register with corresponding ports 54 formed in the cylinder walls, which ports 54 communicate with the exhaust manifolds 4 as indicated in Fig. 2.

In order to adjust the size of the combustion chamber and thus vary the compression in each cylinder as described in the preamble to the specification, I provide a movable piston or abutment slidably mounted in the upper end of each cylinder. Such piston or abutment works within the sleeve 52 and is equipped with piston rings 56 forming a gas tight joint with such sleeve. The piston carries a wrist pin 57 to which is pivoted the lower end of a connecting rod 58, the upper end of which surrounds an eccentric 59-mounted on a shaft 60 which is mounted longitudinally of the engine adjacent the cylinder tops. The cam 59 and associated parts are inclosed within a housis connected at one end with a suitable operating lever arranged so as to be accessible from the drivers seat. The connection shown in the drawing comprises a gear 63 secured to the shaft 60 and meshing with a gear 64 which is rigidly connected withan operating lever 65. Such lever is provided with a suitable spring catch adapted to engage a notched quadrant 66 and is so mounted as to be readily accessible to the operator when'occupying the drivers seat. (This is conventionally illustrated in Fig. 1 and is designated by the word Seat). From the above it will be seen that by moving the lever 65 the operator can shift the abutments 55 so as to reduce or increase the combustion space in the cylinders as conditions may require.

The spark plugs are designated by the numeral 67 and as will be seen by reference to Fig. 4 they are set into openings in the cylinder wall. These openings are normally closed or covered by the sleeve 52 and are uncovered only when the ports 50 come into registry with such openings.

The operation of the engine as above described will be apparent. As the piston 27 moves upwardly and the piston 11 downwardly a charge of fuel gas or vapor is d awn into the initial compression chamber 20. Then as the two pistons move toward each other such charge is compressed within the. chamber :20. the compression increasing until the ports 50 are brought into registry with the ports 49 as shown in Fig. a. Atthe moment that this occurs the compressed charge from the chamber 20 will flow upwardly through the ports 49 and 50 and passages 51 and fill. the cylinder, driving out the spent gases through the exhaust ports 53 and 54. As the piston 27 moves upwardly again the exhaust ports are closed and the charge compressed in the working cylinder until the ports 50 uncover the spark plugs 67. and at this moment ignition takes place. It will be noted that both inlet to and exhaust from the cylinder is controlled wholly by ports formed in the piston itself and that no auxiliary alves of any kind are employed.

In order to properly lubricate the working parts of the engine I have devised an improved oiling system operating under pressure produced by a pump driven from the main shaft. Referring to Figs. 3 and 4 it will be seen that a link 68 is secured to the eccentric strip 44 and is connected at its lower end to a plunger ()9 operating in a pump cylinder 70. A port 71 controlled by a spring pressed check valve 72 controls communication between the oil reservoir 6 and the pump. while a second spring check valve 73 controls the port from which oil is delivered by the pump. This port communicates with a passage 74, preferably formed in the wall of the crank case. which connects at its upper end with a distribution main or manifold 7:") extending longitudinally throughout the length of the engine base. Branch conduits or ducts 76 extend from the main 75 to the various crank shaft bearings, and suitable spray nozzles 77 communicating with the main 7:") are designed to sprinkle oil upon the wrist pins 33 and associated parts. ()ther oil ducts extend upwardly from the main 7:). preferably being formed in a rib 79 cast integral with the engine base. and delivery pipes 80 extend upwardly from such ducts to a point immediately over the wrist pins 30, where they are provided with suitable nozzles 81 designed to spray oil upon such wrist pins. This spray is so directed as to enter the slots 28 in the cylinder walls and impinge against the sleeves 52 therein so as to thoroughly lubricate the inside oi the cylinder. \Vith this arrangement oil is prevented from entering the combustion chamber.

While I have shown in Figs. 2, 3 and 4. the wrist pins 30 and associated bushing as rigidly mounted in the piston 27, ditticulty may be experiencedwith such a construction owing to the tendency of such wrist pins to cant and bind in case of slightly unequal wear of the pitman rod bearings. To obviate this and to equalize the strain on the two pitman rods I have provided the construction shown in Figs. 9 and 10. Referring to these figures it will be seen that the wrist pin sections 29 and 39 are mounted in a yoke 82 having a downwardly extending shank portion 83 pivotally mounted at its lower end upon a suitable pin 84 carried by the piston at right angles to the wrist pin 30. By virtue of this construction it will be seen that the wrist pin structure is capable of a slight transverse oscillatory movement about the pin 84 so that inequalities of wear may beautomatically compensated for and the strain on the two pitman rods equalized. In order that the slight oscillatory or rocking movement above described may take place. slots 85 are provided in the sides of the piston and the yoke 82 is formed thickest at its center and tapering outwardly toward each end as indicated at 82 in Fig. 10.

In Fig'll) I have shown a still further modified construction for accomplishing the same purpose. Referring to this figure, it will be seen that I mount the wrist pin in a bushing 96 having a central spherical portion 97 which fits within the opening in the piston, so that the bushing and pin are capable of rocking relative to the piston. In this case, as also in Figs. 9 and 10, it is desirable to attach the pitman rods 32 to a connection head 98 journaled on the wrist pin, by means of a cross pivot pin 99. In stead of the two-part wrist pin shown in the other figures, I have illustrated a continuous pin to the ends of which the pitman connection heads are secured by means of bolts 100.

Referring again to Fig. 9 it will also be noted that there is illustrated a slightly different form of packing ring construction. Vhile in Fig. 4 I have illustrated two sets of rings 46 arranged one above and one belowthe ports 50, I propose as an alternative construction to provide a single, relatively wide ring 86 (see Fig. 9) and to form the ports 50 directly through the body of such ring itself. \Vith such a construction the danger of gas leaking around the cylinder between the rings and escaping from the slots 28, is eliminated.

Referring to Fig. 12. in which I have shown a slightly modified construction of cylinder and piston. the same wide packing ring 86 is illustrated. While in Fig. 4 I have shown the sleeves as fitting between the abutment 553 and cylinder wall, it will be seen by reference to Fig. 12 that I. propose asan alternative arrangement. a construction in which the sleeve 52' fits beopposite sides of the engine base.

tween the cylinder wall and tubular guide member 9:2. \Vhilcin Fig. themovahle abutment as makes a gas-tight fit with the sleeve. the abutment in Fig. 1:! makes a gas-tight lit with the tubular guide member 92. 'hile in Fig. 4 the upper end of the sleeve 5:2 has no packing rings.- in Fig. 1:2 I have-shown the upper edge of such sleeve as provided with a. packing ring 94. The sleeve 52 is adapted to enter the space 93 between the cylinder wall and tubular guide 92 and the piston ring 94 is preferably a rather loose fit so as to permit the escape of any gas which mav be trapped in the space.

'hile in'Fig. 4: I have shown the movable abutment as outside of the tubular guide and in Fig. 12 I have shown it as inside of the same, it is clear that in both constructions the sleeve 5'). or 52' is disposed outside o-t' the movable abutment and between such abutment and the cylinder wall.

In 'Fig. 11 I have illustrated how my improved engine construction is readily adapted to an arrangement in which twin engines operate upon a common power shaft. In this figure I have shown .two sets of cylinders 2 and 2 mounted upon a common base. The power shaft is indicated at 87 and is mounted centrally of the base in a plane between the two cylinders. On this shaft is mounted a gear 88 which meshes with a pair of similar gears 89, one. of which is mounted on each engine crank shaft. The same means for operating the puppet valves is employed as described in connection with the other figures.

A cam or eccentr c 90 is secured to the power shaft 87 and operates a spring pressed plunger 69' working in a cylinder 70' anddelivering oil through two check valves 73 and 73' and ducts 7st and T4 to two distribution mains 75 and 75 extending along It will be understood that oil supply pipes and ducts fromthese two mains are arranged in a. manner similar to that described in connection with the other figures.

What I claim is:

1. In a two-cycle internal combustion engine, the combination with the cylinder, piston, and crank-case. of an initial compression chamber independent of and separate from the cylinder and-crank-case. and

means operated by said piston during its return stroke for drawing a gaseous charge into said chamber during its working stroke and compressing the same therein.

2. In a two-cycle engine. the combination with the cylinder, working piston. and initial compression chamber. ot an auxiliary piston for varying the capacity ot" said chamber. and a movable abutment mounted in the end of said cylinder.

3. In a two-cycle engine, the combination with the cylinder, working piston. and initial compression chamber. of an auxiliary piston for varying the capacity of said chamber and operable simultaneously.with the working piston. and a movable abutment mounted in the end of said cylinder.

4. In a two-cycle engine. the combination with the cylinder and piston forming between them a combustion chamber. of an initial compression chamber. means sepa rate from said piston for varying the capacity of the initial compression chamber and additional means for varying at will the size of said combustion chamber.

5. In a two-cycle internal combustion engine, the combination with the cylinder; piston. and crank-case. of an initial compression chamber separate from the crank-case and cylinder and disposed between the same. and means for delivering a combustible charge into said chamber.

6. In a two-cycle internal combustion engine. the combination with the cylinder, piston. and crank-case. of a pair of pitman rods extending from the piston into the crank-case and disposed one on each side of the cylinder. and an initial compression chamber separate from said crank-case. and located between said pitman rods and between the cylinder and crank-case.

T. In a multi-cylindcr. twocycle. internal combustion engine. the combination with the base. crank-case. and cylindersmounted upon the base. of av plurality of partitions forming part of the base structure. and dividingpistons in said cylinders. and wrist pins *arried by said pistons and projecting through slots in the walls of the cylinders. ot pitman rods engaging the ends of said wrist pins. and a casing inclosing the ends of said wrist pins and pitman rods. said casing comprising removable plates secured to and extending between the cylinders so as to completely house in a portion of the space between them.

9. In a two-cycle engine. the combination with a cylinder. and compression chamber. said cylinder having an exhaust port. and an inlet port communicating with said chamber. of a single working piston comprising a unitary working structure reciprocable in said cylinder and having ports wholly controlling both the inlet and exhaust ports of the cylinder. whereby the use of valves is eliminated.

10. In an internal combustion engine, the combination with a cylinder having a port, of a piston fitting in said cylinder and having a relatively wide packing ring, said piston having a port adapted to cooperate with the port in the cylinder, said plston port extending directly through the body of the 1%. In a two-cycle internal combustion engine, the combination with a cyllnder having a port and a pair of opposed longitudinal slots, of a piston fitting within saldcyllnder and having a cooperating port, a wrist p1n carried by said piston and projecting through said slots, and a relatively wide packing ring carried by said piston, said plston port extending directly through the body of the 1%. In a two-cycle engine, the combination with the cylinder, piston and an initial compression chamber entirely outside of said cylinder, of means separate from and in addition to said piston for compressing the charge in said chamber.

13. In a two-cycle engine, the combination with the cylinder, piston, and a chamber entirely outside of said cylinder, in which chamber the charge is initially compressed by said piston, of means separate from but acting simultaneously with said piston for increasing the compression of the charge in said chamber. I

14. In a two-cycle engine, the combination with the Working cylinder, piston, and a chamber entirely outside of said cylinder in which chamber the charge is ,iinitlally compressed by said piston, of an independent auxiliary cylinder and iston for increasing the compression of t e charge in said chamber. w

15. In a two-cycle engine, the combination with the working cylinder, piston, and crank-shaft, of an initial compression chamber into which the charge is drawn and compressed by said piston, of an independent auxiliary cylinder having a piston operated by said crank-shaft for increasing the compression of the charge in said chamber.

16. In an internal combustion engine, the combination with a cylinder having longitudinal slots, of a piston working in said cylinder, a wrist pin carried by said piston and extending through said slots, and pitman rods mounted on the ends of said wrist pin, such pin comprising two normally conmeasles nected separable sections, each removable outwardly.

17. In an internal combustion engine, the combination with the cylinder, of a piston working in said cylinder, a crank-shaft, and a pair of pitman rods connecting said piston and crank-shaft and disposed one on each side of the cylinder, the means connecting said pitman rods with the piston comprising a pair of pivot pins arranged with their axes at right angles to each other.

18. In an internal combustion engine, the combination with thecylinder, of a piston working therein, a member pivoted inside of said piston, a wrist pin carried by said pivoted member and projecting through the piston and cylinder walls, and a pair of pitman rods mounted on the extended ends of said wrist pin.

19. In a two-cycle engine, the combination with the usual crank case, of an initial compression chamber separate from said crank case, a valve for controlling the admission of a gaseous charge thereto, a crank-shaft, and a cam on said crankshaft for opening said valve.

20. In a two-cycle engine, an initial compression chamber, a puppet valve for controlling the admission of a gaseous charge thereto, a piston, a crank-shaft, a crank-disk on said shaft, a pitman connecting said piston and crank-disk, and a cam surface on said crank-disk serving to actuate said valve.

.21. In a two-cycle internal combustion engine, the combination with a fuel supply conduit and initial compression or suction chamber, of a puppet valve controlling communication between said conduit andcham; ber, said valve having a spring located on one side thereof in said chamber and a guide stem extending from the opposite side thereof, into said fuel conduit.

22. In an internal combustion engine, a cast metal base, a plurality of cylinders mounted on said base, and a fuel supply manifold cast into said base and extending longitudinally thereof past each of said cylinders v In testimony whereof I have hereunto set my hand.

. JOB HUTCHINSON.

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