US1527994A - Internal-combustion engine - Google Patents

Description

Mar. 3, 1925. 1-;527,994

A. E. OSBORN INTERNAL COMBUSTION ENGINE Filed'Nov. 15, 1919 3 sheflt-sheet I Mar. 3, 192b- A. E. OSBORN INTERNAL COMBUSTION ENGINE Filed Nov. 15, 1919 3 Sheets-Sheet 2 5 tap 4/44. 4. 321 33, emu/W, MW (at Mar, 3, 1925. 1,521,994

A. E. OSBORN INTERNAL COMBUSTION ENGINE Filed Nov. 15, 1919 3 Sheets-Sheet 3 Patented'Mar. 3, 1925.

UNITED STATES PATENT OFFICE.

ALDEN E. osnomv, or NEW YORK, N. Y.

INTERNAL-COMBUSTION ENGINE. I

Application filed November 15, 1919. Serial No. 338,186.

mil-Combustion Engines, of which the fol-' lowing is a specification, reference beinghad to the accompanying drawings, forming a part thereof.

The present invention relates to engines of the so-called four cycle type and the objects of the invention are to increase the power and improve the design and operation of such engines. I

The invention, as I have termed it, is a super-compression engine, so;called because of the fact that a portion of what is to be the final charge is taken in and compressed in the crank case and then delivered in such compressed state to the mixture taken into the cylinder on the intake stroke of the piston. This provides in the end a highly compressed charge of greater density and power than could be taken into the cylinder through the action of the piston alone.

Another important feature of the invention is the scavenging of the cylinder by means of a blast of air compressed within the crank case and admitted to the cylinder in the course of the exhaust stroke.

Other features of the invention will appear as the specification proceeds.

In the accompanying drawings I have, for purposes of disclosure, illustrated the invention embodied in several different forms and would have it understood that the invention is susceptible of embodiment in still other forms without departure from the true spirit and scope of the invention as defined in the appended claims.

In the drawings referred to, Figure 1 is a vertical sectional view of a sleeve valve engine constructed in accordance with and embodying the invention, the parts being indicated asat the commencement of the power stroke.

Figures 2, 3 and 4 are similar views illustrating the parts as at the commencement of the exhaust, intake and compression strokes respectively. 4

Figures 5, 6, 7 and 8 are sectional views illustrative of different modifications.

Figures 9 and 10 are views in side elevation illustrative of different methods of controlling admission of the charge for supercompression in accordance with the running conditions of the engine.

Figure 11 is a broken sectional view of a part of the valve mechanism.

Like reference characters have been used throughout the several views to indicate like parts.

15 designates the cylinder of the engine provided with an intake port 16 connected by a conduit or manifold 17 with a carburetor or other source of supply. This cylinder is also provided with a suitable exhaust port 18.

19 designates the crank case which, for purposes of compression is closed except for an intake port or ports opening thereinto. This intake port, in the first form of the invention disclosed, is indicated at 20. This crank case is also provided with a passage 21 opening into the cylinder at a point near the outer end of the piston stroke.

22 designates the piston working in the cylinder and which is shown as connected with the crank shaft 23 in the usual way by means of a connecting rod 24.

The valve mechanism herein disclosed is of the sliding sleeve type, involving a valve sleeve 25 working within the cylinder about the piston and operated from the engine driven half-time valve crank shaft 26. The cylinder head 27 is shown as of the so-called inverted type, common to engines of this character.

In the form of the invention first illustrated the valve sleeve is provided with an intake port 28 for registry with the cylinder intake port 16 and with an exhaust port 29 for registry with the cylinder exhaust port 18. The sleeve is furthermore shown provided with a port 30 for registry with the crank case port 20 during exhaust stroke of the piston for admission of the so-called combustion charge and a port 31 below the port 30 for registry with the crank case port during the compression stroke for admission of the scavenging charge. Also this valve is shown provided with a port 32 for registry with the end of crank case passage 21 upon the exhaust and compression strokes to admit the scavenging and compression charges into the cylinder at such times.

Operation: Upon commencement of the power stroke the valve occupies a position such as indicated in Figure 1 to close the cylinder intake and exhaust ports and to close the crank intake port, the bypass port 32 being lapped at this time and therefore closed by the piston. In this downward or outward stroke of the piston, a previously admitted charge is compressed within the crank case. ()n the exhaust stroke of the piston the valve opens the exhaust port, as indicated in Figure 2, and the bypass port 28 is brought into register with the end of crank case passage 21 so as to admit the charge compressed in the crank case into the cylinder above the top of the piston, this charge acting as a scavenging force to sweep the cylinder free of the exhaust gases.

As the piston moves upward on its exhaust stroke, it serves to induce a charge into the crank case through the port 20 which is then opened by the registry of the valve port 30 therewith. This crank case intake is closed at the end of the exhaust stroke of the piston, as indicated in Figure 3 and during the following intake stroke this charge is compressed in the crank case while the fresh charge of gas is being drawn into the cylinder. At the end of the 1ntake stroke and upon commencement of the compression stroke, the bypass port 32 in the valve comes into register with the passage 21 and the charge compressed in the crank case is thereby admitted and caused to mix with the charge drawn into the cylinder.

In the course of the succeeding compression stroke the lower port 31 in the valve is brought into register with the crank case port 20 and the charge for scavenging purposes is thereby drawn into the crank case to be compressed upon the following power stroke.

In this way the charge in the cylinder is augmented by a charge compressed in the crank case and the cylinder is swept clear of the burnt gases by a scavenging charge which is also compressed in the crank case, these two crank case charges alternating in function to supercharge and to scavenge respectively.

The piston may be of conventional design, but it is here shown as provided with a port 33 registering with the valve ports 30 and 31 to permit charging of the crank case through a longer period of time than is possible with a solid wall piston. This insures the full charging of the crank case and hence the maximum charges for supercompression and scavenging purposes.

The speed of the engine may be controlled by regulating the amount of air admitted into the cylinder from the crank case in combination with the mixture taken in through the cylinder intake port. Valve mechanism for this purpose is indicated at 34 (Fig. 9), the same being shown as a slide valve having a port or ports 35 for registry with the crank case intake port 20. In the case of a multi-cylinder engine, such as indicated in Figure 9, a single slide valve may be provided for all the cylinders, said slide valve being ported as indicated to control the crank case intakes of the cylinders.

Another important feature of the invention is the control of the crank case intake in accordance with the volume or richness of the mixture admitted to the cylinder. Figures 9 and 10 I have shown how the crank case intake valve is controlled in proportion to the opening of the throttle. In these views 36 designates a suitable carburetor and 37 a throttle controlling lever.

In the form shown in Figure 9, the throttle lever operates a cam part 38 which, through its engagement with an abutment 39 on the link 40 causes said link to operate a swinging lever 41 which is connected with the valve slide 34. lVith this construction, as the throttle is opened the valve slide 34 is shifted proportionately to open up the crank case intake and as the throttle is closed the valve is reversely shifted to shut off the crank case intake.

In Figure 10 I have shown how a rotary type of valve may be employed for the same purpose, the shaft 42 of the rotary throttle valve 43 being connected in this instance by a rock arm 44 and link 45 to a. rock arm 46 on the rock shaft 47 which carries the rotary valves 48 controlling the crank case intakes 20. See also in this connection Figure 5 which shows one of these rotary valves 48.

Also in the construction just referred to,

the throttle valve and carburetor are slightly different in that the carburetor is supplied with two jets 49 and 50, one jet only being opened in the first stage of throttle movement and the second jet bein uncovered in the second stage of thrott e movement.

To prevent loss of compression in the crank case which might result from the crank case intake and the passage 21 being both open at the same time, I may arrange the parts so that one port will be closed before the other is opened. Thus the compressed charge could be admitted from the crank case into the cylinder through bypass 32 and said bypass being lapped by the piston before the crank case intake is opened. This could be accomplished by proportioning the parts so that the lower edge of the piston will control the valve port 30 (Figure 2) or thesame may be controlled by means of the port 33, indicated in the piston.

In Figure 5 I have illustrated a modification wherein the scavenging charge is omitted and only the supercharge is utilized. In this construction the sleeve port 32 and crank case passage 21 are so arranged that I such passage is not uncovered at the end of the explosion stroke, in which condition, the parts are illustrated and is only opened at the end of the intake stroke. Also in this construction the valve has only the lower or supercharge admission port 31. This constrpction results in the admission of the charge to the crank case only during the compression stroke of the piston, said charge being compressed in the crank case during the explosion stroke and expanding therein during the exhaust stroke and being com pressed on the intake stroke, after which it is admitted to the charge in the cylinder at the beginning of the compression stroke. This construction has the advantage of cushioning the piston on the charge in the crank case at the end of each outward stroke.- Instead of this arrangement, however, it will be understood that the single upper sleeve port 30 may be used instead of the lower sleeve port 31 in which case the charge would be drawn into the crank case on the compression stroke instead of on the exhaust stroke.

Another possibility of the construction just described, is to connect the crank case port 20 with the cylinder intake port 16 or with the source of supply as by means of the connection indicated at 55. With such a connection the cylinder would be charged with gas both through the intake port 16 and through the bypass 21.

It will be understood that other modifications may be made in the arrangement of cylinder, piston, crank case and valve ports.

gine comprising a cylinder and a closed crank case, a piston working in the cylinder and valve mechanism operated by said Thus, as shown in Figure 7, the crank case may be provided with two intake ports 56 and 57, the supercharge being admitted through the first port and the scavenging charge being admitted through the second port. In the illustration I have shown the supercharging port as controlled by the slide valve 34 for regulating the volume of such charge. This permits control of the s'upercharging without affecting the scavenging.

This same control may be effected, as indicated in Figure 8, by having two bypass ports 58 and 59 for separately admitting the supercharge and the scavenging flow to the cylinder and by providing a valve 60 in the supercharge bypass for controlling the charge for compression without affecting the scavenging flow.

In Figure 6 I have indicated how a valve 61 similar to that just'described may be provided for controlling the single crank case bypass 21.

What I claim is:

1. A four cycle internal combustion engine comprising a cylinder, a closed crank case, a piston working in the cylinder and valve mechanism operated bysa d piston for lnducmg a charge of an 1nto the crank case piston for inducing a charge into the crank case on the exhaust stroke of the piston and for trapping the same within the crank case during the intake stroke to thereby effect compression of said charge in the crank case during the intake stroke of the piston and for then admitting said compressed charge above the piston during the compression stroke thereof to thereby combine said compressed charge with the charge taken into the cylinder on the intake stroke of the piston, means governing the admission of the charge to the cylinder and means operating in conjunction therewith for governing admission of the charge to the crank case.

3. A four cycle internal combustion engme comprising a cylinder and a closed crank case, a piston working in the cylinder and valve mechanism operated by said piston for inducing a charge into the crank case on the exhaust stroke of the piston and for trapping the same within the crank case during the intake stroke to thereby efi'ect compression of said charge in the crank case during the intake stroke of the piston and for then admitting said compressed charge above the piston during the compression stroke thereof to thereby combine said compressed charge with the charge taken into the cylinder on the intake stroke of the piston, means governing the admission of, the

'charge to the cylinder and means operating 'for trapping said charge in the crank case upon the power stroke of thepiston to thereby compress said charge wlthin the crank case, and to admit saidv compressed charge above the piston upon the exhaust stroke thereof to thereby scavenge the exhaust gases, said valve mechanism being further constructed to induce a second charge in the crank case upon the exhaust stroke of the piston, to trap and compress the same therein upon the intake stroke of the piston and to admit said second compressed charge above the piston upon the compression stroke thereof, means governing the admission of the charge to the cylinder and means operatin in con nnction therewith for governing a mission of the charge to the crank case.

5. A four cycle internal combustion engine comprising a cylinder and a closed crank case, a piston working in the cylinder and valve mechanism operated thereby for inducing a charge into the crankcase on the compression stroke of the piston and for trapping said charge in the crank case upon the power stroke of the piston to thereby compress said charge within the crank case, and to admit said compressed charge above the piston upon the exhaust stroke thereof to thereby scavenge the exhaust gases, said valve mechanism being further constructed to induce a second charge in the crank case upon the exhaust stroke of the piston, to trap and compress the same therein upon the intake stroke of the piston and to admit said second compressed charge above the piston upon the compression stroke thereof, means governing the admission of the charge to the cylinder and means operating in conjunction therewith for governing admission of the charge to the crank case.

6. .A. four cycle internal combustion engine comprising a cylinder, a closed crank case, a piston working in the cylinder and valve mechanism operated by said piston for inducing a charge of air into the crank case upon the compression stroke of the piston and for trapping the same within the crank case during the power stroke of the piston and for admitting said compressed charge above the piston and for admitting said compressed charge above the piston upon the exhaust stroke thereof for scavenging the exhaust gases and means for automatically proportioning the charges admitted to the cylinder and to the crank case respectively.

7. A four cycle internal combustion en gine comprising a cylinder and a closed crank case, a piston working in the cylinder and Valve mechanism operated thereby for inducing a charge into the crank case on the compression stroke of the piston and for trapping said charge in the crank case upon the power stroke of the piston to thereby compress said charge within the crank case, and to admit said compressed charge above the piston upon the exhaust stroke thereof to thereby scavenge the exhaust gases, said valve mechanism being further constructed to induce a second charge in the crank case upon the exhaust stroke of the piston, to trap and compress the same therein upon the intake stroke of the piston and to admit said second compressed charge above the piston upon the compression stroke thereof, said valve mechanism including a, port in the crank case and a single slide valve having two ports for re lstry with said same crank case port at di erent perlods in the move- I'nent thereof.

8. A fourcycle internal combustion englne comprising a cylinder and a closed crank case, a piston working in the cylinder and valve mechanism com rising a single sleeve valve operated there y for inducing a charge into the crank case on the compression stroke of the piston and for trapping said charge in the crank case upon the power stroke of the piston to thereby compress said charge within the crank case, and to admit compressed charge above the piston upon the exhaust stroke thereof to thereby scaven e the exhaust gases, said valve mechanism eing further constructed to induce a second charge in the crank case upon the exhaust stroke of the piston, to trap and compress the same therein upon the intake stroke of the piston and to admit said second compressed charge above the piston upon the compression stroke thereof, said valve mechanism including means for independently controlling admission of the scavenging and compression charges to the crank case.

9. A four cycle internal combustion engine comprising a cylinder and a closed crank case, a piston working in the cylinder and valve mechanism comprising a single sleeve valve operated thereby for inducing a charge into the crank case on the compression stroke of the piston and for trapping said charge in the crank case upon the power stroke of the piston to thereby compress said charge within the crank case, and to admit said compressed charge above the piston upon the exhaust stroke thereof to thereby scavenge the exhaust gases, said valve mechanism being further constructed to induce a second charge in the crank case upon the exhaust stroke of the piston, to trap andcompress the same therein upon the intake stroke of the piston and to admit said second compressed charge above the piston upon the compression stroke thereof, said valve mechanism including ports for independently admitting the scavenging and compression charges to the crank case.

10. A four cycle internal combustion engine comprising a cylinder and a closed crank case, a piston working in the cylinder and valve mechanism operated thereby for inducing a charge into the crank case on the compression stroke of the piston and for trapping said charge in the crank case upon the power stroke of the piston to thereby compress said charge within the crank case, and to admit said compressed charge above the piston upon the exhaust stroke thereof to thereby scaven e the exhaust gases, said valve mechanism eing further constructed to induce a second charge in the crank case upon the exhaust stroke of the piston, to trap and compress the same therein upon the intake stroke of the piston and to admit said second compressed charge above the piston upon the compression stroke thereof, said valve-mechanism including ports for independently admitting the scavenging and compression charges to the crank case and means for independently controlling the flow through one of said ports.

11. A four cycle internal combusion engine comprising a cylinder and a closed crank case, a piston working in the cylinder and valve mechanism operated thereby for inducing a charge into the crank case on the compression stroke of the piston and for.

trapping said charge in the crank case upon the power stroke of the piston to thereby compress said charge within the crank case, and to admit said compressed charge above the piston upon the exhaust stroke thereof to thereby scavenge the exhaust gases, said valve mechanism being further constructed to induce a second charge in the crank case upon the exhaust stroke of the piston. to trap and compress the same therein upon the intake stroke of the piston and'to admit said second compressed charge above the piston upon the compression stroke thereof, said valve mechanism including ports for independently admitting the scavenging and compression charges to the crank case and independently regulatable means for controlling admission into the crank case through the compression port described.

12. A four cycle internal combustion engine comprising a cylinder and a closed crank case, a piston working in the cylinder and valve mechanism operated by said piston for inducing a charge into the crank case on the exhaust stroke of the piston and for trapping the same within the crank case during the intake stroke to thereby efi'ect compression of said charge in the crank case during the intake stroke of the piston and for then admitting said compressed charge above the piston during the compression stroke thereof to thereby combine said compressed charge with the charge taken in on the intakev stroke of the piston, a throttle for the engine and means for admitting or increasing the charge admitted to the crank case as said throttle is opened.

13. A four cycle internal combustion engine comprising a cylinder, a crank case, a piston working in the cylinder and valve mechanism operated by said iston for inducing a charge into the cran case on the exhaust stroke of the piston and for trapping and compressing the same within the crank case during the intake stroke of the piston and for admitting said compressed charge above the piston on the compression stroke thereof and means for automatically and valve'mechanism operated by said piston the com ression chamber havin proportioning the, charges admitted to the cylinder and to the crank case respectively. 14. In a four cycle internal combustion en ine, a combination with a cylinder provi ed with intake and exhaust ports, and a crank case provided with an intake port and with a passage from the crank case to the cyllnder and a single engine driven valve controlling all of said ports and said passage.

15. A four cycle internal combustion enme comprising a cylinder provided with mtake and exhaust ports, a crank case provided with an intake port and with apassage extending from the crank case to the cylinder, and a single engine driven sleeve valve controlling said ports, said intake and sald passage.

16. A four cycle internal combustion engine comprising a cylinder and a compression chamber, a piston working in the c linder and valve mechanism operated y said piston for causing induction of a charge into the compression chamber on the compression stroke of the piston and for trapping the same within the compression chamber during the power stroke to thereby eflect compression of said char e in the compression chamber during t e power stroke of the piston and for then admitting said compressed charge above the piston during the exhaust stroke thereof, a throttle for the engine and means for roportionately varying the charge admitte to the crank case as the throttle adjustment is varied.

17. A four cycle internal combustion engine comprising a cylinder, a compression chamber, a piston working in the cylinder.

for causing induction of a charge into the compression chamber on the compression stroke of the piston and for trapping and compressing the same within the compression chamber during the power stroke of the piston and for admitting said compressed charge above the piston on the exhaust stroke thereof, the cylinder having an intake port and means for automatically proportioning the charges admitted to the cyllnder andto the crank case respectively. p

18. A four cycle internal combustion en gine comprising a cylinder, a compression chamber, a piston working in the cylinder, said cylinder having a main inlet port opening thereinto at a point part way ofthe outward stroke of the piston and a single slide valve operated by the piston, said slide valve having a port to register with the main intermediately located cylinder intake port and 12 an inlet port an a passage from said 0 amber to the cylinder, all controlled by said single slide valve, said assa from the compres sion'ohamber to e cy der. being arranged I to conduct to the cylinder a charge independent of the charge admitted through said main inlet port.

19. A four cycle internal combustion engine comprising a cylinder and a compression chamber, a piston Working in the cylinder and valve mechanism operated by said piston for causing induction of a charge into the compression chamber on the compression stroke of the piston and for trapping the same Within the compression chamber during the power stroke to thereby effect compression of said charge in the compression chamber during the power stroke of the piston, a throttle for the engine and means for proportionately varying the charge admitted to the compression chamber as the throttle adjustment is varied.

20. A four cycle internal combustion engine comprising a cylinder, a compression chamber, a' piston working in the cylinder and valve mechanism operated by said piston for causing induction of a charge into the compression chamber on the compression stroke of the piston, the cylinder having an intake port and means for automati cally pro ortioning the charges admitted to the cylinder and to the compression chamber respectively. I

21. A four cycle internal combustion engine comprising a cylinder, a compression chamber, a piston Working in the cylinder, said cylinder having a main inlet port opening thereinto at a point intermediate the stroke of the piston, a single slide valve operated by the piston, said slide valve having a port to reglster with the main cylinder intake port and the compression chamber having an inlet port and a passage from said chamber to the cylinder, all controlled by said single slide Valve, said passage from the compression chamber to the cylinder being arranged to conduct to the cylinder a charge independent ofthe charge admitted through sai main inlet port.

22. A four cycle internal combustion engine comprising a. cylinder, a compression chamber, a piston working in the cylinder, said cylinder having a main inlet port opening thereinto, at a point intermediate the stroke of the piston and an exhaust port, a single slide valve operated by the piston, said slide valve having a port to register with the main cylinder intake port and the compression chamber having an inlet ort and an exhaust port, and a passage rom said chamber to the cylinder, all controlled by said single slide valve, said passage from the compression chamber to the cylinder being arranged to conduct "0 the cylinder a charge independent of the charge admitted through said main inlet port.

23. A four cycle internal combustion engine comprising a cylinder, and a compression chamber, a piston Working in the cylinder, and a single valve mechanism for admitting a charge of fuel directl into the the succylinder intermediate the ends 0 tion stroke of the piston and for admitting a compressed charge to the cylinder from the compression chamber at the end of the suction stroke of the piston.

24-. A four cycle internal combustionengine comprising a cylinder and a compression chamber, a piston working in the cylinder and a single slide valve mechanism for admitting a charge of fuel directly into the cylinder intermediate the ends of the suction stroke of the piston and for admitting a compressed charge to the cylinder from the compression chamber at the end of the suction stroke of the iston.

In witness Whereo I have hereunto set my hand this 11th day of November, 1919.

ALDEN E. OSBORN.

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