USRE16069E - Inteknal-combustion engine - Google Patents

Description

May 12, 1925.

- Re. 6, w. w. MACFARREN INTERNAL COMBUSTION ENGINE I/VVf/VTOR 73 Walter W Macf-zrrer 4 Shee ts-Sh by hi! ft -r7 41 Original Filed Nov. 26

May 12, 1925.

W. W. MACFARREN INTERNAL COMBUSTION ENGINE 4- sheets-snet 2' Original Filed Nov. 26, 1915 M/I/E/VTOR W0. Her W Macr his amfbrne W. W. MACFARREN INTERNAL COMBUSTION ENGINE original Filed Nov. 26, 1915 4 Sheets-Sheet :5

HHH H HLHM IIVI/f/VTGR Walter W. Mac farren his attrney.

W. W; MACFARREN INTERNAL COMBUSTION ENGINE May 12, 1925.

Original Filed Nov. 26, 1913 4 Sheets-Sheet 4 kwkw WWW n 1 a w a M W WW Hp ab w his ant- M1181 Reissued Mair 12, 1925.

, Y Re. 16,069

UNITED STATES PATENT 'orrics.

WALTER Wl MAGFARB-EN, F PITTSBURGH. ."LENNISYLVANIA.

INTERNAL-COMBUSTIQN ENGINE.

Original No. 1,325,305, dated Bcceniber 16, 19KB, Serial No. 803,185, filed Nuven'ibcr {35, 1913. Application for reissue filed March 36, 1923. Serial No. 628,859.

To (171 'uw'mm, may concern.

Be it known that I, VALTl-IR 1V. M. \cr.innun, a. citizen of the United States, residing at Iittsiiurglnin the county of Allc- 5 gheny and State of Pennsylvania, have invented certain new and useful improvements in Internal-Combustion Engines, of which the following is a specification.

My invention relates to internal combustion engines and more particularly to those of the nndticylindcr type as used on automobiles.

The objcci'sof my invention are:

i 1. To provide large port areas, particularly for the exhaust.

2. To nrovide means for compressing air to scavenge the cylinder and for combustion.

3. To expand the air charge by heating the same prior to its entering the cylinder. '4. To provide means for introducing the scavenging air at the end of the cylinder opposite the exhaust ports, so that the How of the exhaust gases and the flow of the air will be in the same direction. i

v To open the exhaust ports before opening the air ports so the exhaust pressure may drop below that of the air.

ti. To introduce a charge of rich .gas or vapor after the introduction of the scaveng r inc air.

7. To close the exhaust ports be fore introducing" the-gas.

8. To provide an auxiliary reservoir of gas close to the cylinder and quick opening gas ports so that. the gas may be rapidly introduced to the cylinder.

9. To provide an excess of scavenging; air to assist in cooling the cylinder.

.16. To provide an air manifold connecting all the crank cases and a. single air passage leading therefrom to the c 1.7. To provide means for suppl ying the cylinder with a charge a pressure above the atmosphere whereby a larger charge is available.

18. .To provide means for heating the air charge from the exhaust.

15). To provide a rotary valve for the gas and air in the cylinder head.

20. To torin the combustion space in the cylinder head.

To offset the combustion spaces so a. to obtain lOZ'lQCIY'PUIlS.

22. To provide hand hole plates in the crank case and to mount the inlet valves thereon.

23. To provide two throttles each controlling; the supply of fuel to half the cylinders.

24. To provide separate compartments in the rotary valve for the air and .gas.

To make the combustion space in the form of a wedge with the inlet port at the small end thereof. i

26. To provide deflectors to spread the entering charge.

27. To provide means wherebyat 'loads from one-half load to full load all "the'c ylindcrs are opcratcdwith a constant air charge and variable charge; at loads between.

one-half and one quarter load half the cylinders operated in the same manner, and at loads less than one quarter load half the cylinders are operated with a variable air and variable gas charge.

28. And to provide a simple and durable vn Le 10. To inclose practically all. the working engine 'uhich will be economical of fuel.

40 parts. I

11. To provide an engine in WlllCll variations in the quality of the fuel are readily compensated for.

pressing the gas and air.

3. To provide a main reservoir toron tain gas under pressure in readiness for use.

ll. To provide automatic means for unlintainingr a constant pressure in the main reservoir.

15. To provide both inlet and discharge valves for the crankcases. 1

12. To provide separate n'icans for com- Rctcrring to the drawings, Figure 1 is a sectional elevation of my engine, Fig. 2 is a sectional plan on the line II of Fig. 1. Fig. I) is a sectional plan on the line II II ot' Fl". 1, Fig. 4 is a plan View of the same Fig. 4) is a diagrammatic vertical section through the rotary .ralve, 3 is av sectional elevation through the inlet ralre for the gas pump, Fig. '7 is a sectional plan or". the valve chaiber for the gas pump, Fig. 8 an elevation of inc supplementary air shutter, and Fig. 9 is a diagram of mechanism for operating the same.

My engine is provided. with a crank case of gas and air it 1 formed upper and lower halves 2 and 3; a crank shaft. 4, connecting rods 5, pistons 6, cylinders 7, and a cylinder head 8 conmining the combustion spaces 9 and the rotary valve 10. I

The crank case 1 is provided with trans- I verse 'WILllS 11 formingindividual compartments for each of the cylinders and a shaft bearing 12 is formed between each pair of cylinders. Longer bearings13 and 14 are formed at the ends of the crankcase.

. A series'of hand holes 16 are formed in the upper half 2 of the crankcase, one of these openin into each of the'said compartments. he 0 enings 16 are provided with covers 17 eaclilhavmg a screen 18, air inlet ports 19 and a sheet metal valve 20 one end of which is secured to the cover 17 by a clamp 21, the other end being free to spring 0 n to admit the air. These valves are pre erablymade of very :thin spring steel, and are so adjusted that they close lightly by their own tension.

On the up stroke of the pistons 6 air enters the several compartments ofthe crank case 1 thro h the-valves 20. Each compartment is, rther provided with discharge rts 22 leading into an 'air manifold 23.

ere are several narrow parallel ports 22 for each compartment of the crankcase, and a discharge valve 24 which may be a duplicate of th valves 20 covers theports 22.

On the down stroke of the piston tithe air is discharged from. the several compartments intothe common manifold 23 in which pressure is constantly maintained although this pressure varies somewhat as will appear later. I w

From the manifold-23 the airpasses up throu h a pair of pipes 25 (one .pipe25 woul be enougli'-two are used as a matter of convenience) which lead into a horizontal pipe or manifold 26. The manifold 26 connects withja chamber 27 in the'cylinder' head 8 which surrounds the rotary valve 10. See Fig. 5. A ring ort 28 in thechamber 2T surrounds a num er of'po'rts 29 cutthrough the wall of the hollow valve '10 through which the air enters the air compartment '30 of the valve.

The interior of the-valve 10 is divided into an air compartment 30 and two gas com artments 31 and 32.

'1 e air compartment 30 may be said to pompriso the ,wholeinterior of the valve and the gas compartments 31 and 32 are fornicd'wlthin the same. In a one ortwo cylinder motor only one gas compartment would .be required, the purpose of subdividing the gas compartments being the facility thus' afiorded for controlling the motor by groups of cylinders as fuel may be fed to this purpose.

A combustion space or clearance 9 is provided in the cylinder head 8 for each cylinder 7. The spacesfi are circular where they join the' cylinder bore and terminate in a, longgriarrow inlet port 36 at the top; their general contour may be described as 'a wedge with a circular base. The inlet ports 36 are longer than the cylinder bore so as to obtain sufiicient area in a narrow quick opening port. The valve 10 is providedwith an air port 37 leading out of the compartment 30 and a gas port 38 leading out of the compartment 31 foreach cylinder, the air port 37 being wider than the gas port 38 as shown in Fig. 1.

An inlet gas manifold 40 extends along one side of the motor and has aglange 41 for the carbureter (not shown). The lower end of the piston 6 has an enlarged end forming the gas piston 42 which works in the enlarged lower end 43 of the cylinder 7. A port 44 cut through the wall of the 6y1in der 43 connects with a valve chamber 45 from which a pipe 46 leads to the interior of the inlet manifold 40.

On the down stroke the piston 42 draws in gas through the port 103 controlled by the flat spring valve 47, and on the up stroke this gas is forced through a port 104 past a similar spring Valve 48 in the valve chamber 49 from which a pipe 51 conducts the gas to a ressure manifold 50.. It will be understoo that the valves'47 and 48 and the pipe 51-are duplicated for each cylinder of the,

motor, and the valve chambers 45 and 49 are conveniently made in one casting.

From the ressure manifold the gas passes normal ythrough a pair of plug valves 52 and 53 into ports 54 and 55, the port 54 supplying the compartment 31 in tlie -'valve 10 and the port 55 supplying the compartment 32 therein.

Each cylinder 7 is surrounded by an. ex haust passage 56 from which a ring of'porls 57 communicate with the interior of the cylinder; Exhaust passages 58 connect passages 56 with pipes 59 leading to the exhaust manifold 60. The manifold 60 forms a cover for the air-"manifold 23 and is provided with longitudinal ribs 61 which extend into the an manifold 23 and heat the scavenging air charge after it has passed the valves 24, thus reducing the power required to pump the air by increasing the volume of which must be pumped. Heat radiating ribs the same, and thus decreasing the volume 62 are also provided on the manifold. 60.

The cylinders 7 are provided with water jackets 63 which communicate with water jackets 64 around the valve 10. Holes for spark plugs are shown at- 65. Just inside the port 36 a pair of deflectors 66 are placed to break up and distribute the air charge to insure even scavenging of the cylinder.

I The throttle on the'carbureter may be pern'iancntly set to allow that amount of gas to pass which will supply the motor with maximum charges at maximum speed, and with gas rocks 52 and 53 wide open. hen the gas cocks (either or both) are partly or wholly closed the pressure in gas manifold .50 would rise unduly unless means are provided to relieve the pressui.'e-.- This is con veniently done by one or more bypass valves 67. (two are shown). These valves have stems 68 mounted in guides 69 cast in the interior of the inlet manifold 40 and are seated by springs 70 against the bottom of special elbows 71 which connect with openings 72 leading into two of the gas dis charge'valve chambers 49. These valves act as regulating valves to maintain a constant pressure in manifold 50. hen a rise of pressure occurs the valves 67 open and allow the gas to flow back into the. inlet manifold 40 through pipes 51 and elbows 71.

The operation of my improved motor is as follows: Air is umped from all the crank cases to the air compartment 30 of the valve 10. This compartment is of considerable volume and acts as-arcservoir of air and as the passage from the interiorot the valve to the clearance space 9 is very short the air is introduced into the cylinder .with extreme rapidity which. would not be the case if each individhal piston compressed the air for its own cylinder, and the air was required to travel at each stroke from the crank case to the cylinder.

It will be noted that the time during which the air port 37 is opened varies with the speed of the motor, and that the quantity of air which passes through this port depends both on the interval of opening and on the pressure of the air.

At lo'wspeeds the ports 37. being open longer, all the air pumped from the crank case will liave'ample time to pass through so that thel'pressure in manifold 23, air com-. pertinent 30 and the connecting pipes. 25 and 26 ,wiIl-dro to the lowest point. \Vhen the motor spec 5 up, however,- less time will be available for the air to pass out of the valve 10 through ports 37 and as less airwill therefore pass out the pressure will rise sequently. the pressurein the manifold 23 'wi l vary somewhat with the speed.

The gas is likewise quickly introduced" from the gas compartment.

\Vhen the crank reaches the position shown at 73 thecxhaust ports 57 coniinciu-e to open, and when the crank has reached position 7% the ports 57 are open about At this position the pressure in. the .cylindcr 'K has dropped lo almos mcre or nearly so, and the air port 37 in the valve 10 opens communication with-the cylinder port 36 allowing the air in compartment {it to flow in and sweep out. the burnt gases.

The rotary valve 10 is driven at the same speed the crank sh t It and when the crank is in the position shown at. 75 the exhaust ports 57 close, the air port {17 closes and the gas port 3h begins to open. The port 35 remains open until position 76 is reached.

required to do this is compensated for by' the certainty that no gas can. be lost through the exhaust ports, and further by the fact that a denser charge is introduced thus producing more power in the same size cylinder.

It is to be further noted that when using gasolene or other liquid fuel the gas handled by the gas pump and sent into the valve 10 is not an .inllamn'lable mixture but an overrich mixture requiring further dilution with air before burning.

The cylinders are arranged in pairs, the forward pairv having cranks at 180, and the rearward pair also having cranks at 190, and the two pairs of cranks may either be arranged in one plane or at 00 to each other depending on whether evenness of torque or accurate balance is most desirable. By the use of separate gas con'ipartn'ients 31 and in the valve 10 and separate throttle valves of the cylinders in groups each of which "has its cranks arranged so that the cylinders of that group alone will develop suhsla.n-' tially constant; torque, and runningyjzthc whole number of cylinders merely incrcascs the total power output.

When running at very light loads with quality governing as above described the mixture may become too weak to ignite with certainty even in a scavenged cylinder with constant high compression, In this contingency I use an auxiliary air shutter 77 for one or more of the crank case compartments as shown in Fig. 8. The shutter 77 is mounted on a pivot 78 supported on a cover 79 secured to the cover 17 outside the screen 18. The cover 79 is provided with radial ports 80 and the shutter 77 is provided with similar ports 81.

A rod 82 controls one ormore shutters 77 and may be independently operated, but is preferably connected to the rod 84 operating the gas throttle valves 52 and 53, in such a manner that it does not operate until the throttle 52 has been closed or the throttle 53 moved to a position corresponding to about one-quarter load on the engine. The shutters 77 are normally held open by springs The gas valves 52 and 53'niay also be operated independently but the preferred arrangement is shown diagrammatically in Fig. 9, in which the valves 52 and 53 are assumed to be fully open and are closed consecutively as follows; The lever 96 operates a link 84 which controls the front cylinders through the gas valve 52. A second link 85 is connected to link 84 and is provided with a slot 86 which, when the valve 52 is fully closed, engages a pin 87 on the lever 88 of valve 53 to close it. When lever 96 is moved further to the right and has closed valve 53 to a point corresponding to about one-quarter load, a lug 89 on link 84 strikes the end of lever 90 which operates the link 82 to close the air shutters 77 on the rear crank cases. Thus after entirely shutting olf the gas from the front cylinders by closing valve 52, and partially reducing the igas supply to the rear cylinders by partly closing valve 53, the air shutters 77 are partially closed to reduce the flow of air lnto the rear crank cases (and cylinders) thus preventing the mixture ,in these cylinders from becoming too weak to ignite at lo'ads less than about one-quarter load.

hen increasing the power, a movement ofthe lever 96 to the left admits more gas through valve 53 and more air through shutters 77 until quarter load is reached when shutters '77 are fully openedf After this still more gas is admitted until the rear cylinders are working at full power (one-half load of engine) with valve 53 Wide open and valve 52 still closed. A further demand for power results in the rear cylinders working at full power and additional power being furnished by the front cylinders until all the cylinders are working at full power with valves52 and 53 both fully open.

By this arrangement, all loads are carried in the manner desired and the motor is fully controlled by a single lever over its entire range of power. It is obvious that the lever 96 might be operated by a governor and the control made automatic. It will also be apparent that either the front or rear group of cylinders may be arranged to carry the zero to half loads.

My improved engine is very economical of fuel for the following reasons:

1st. The cylinders are completely Scavhigh compression weaker mixtures can be so used which are. more efficient.

4th. By controlling the cylinders in groups the gas is burnt in only enough cylinders to carry the load thus making the capacity of the engine in a sense adjustable to the load, it being well known that engines of this type use from 20% to 50% more fuel per unit of power developed at half load than at full load and usually more than twice as much fuel at quarter load as at full load.

5th. No gas can possibly be lost through tlie exhaust ports before combustion takes ace. \Vhat I claim is: i '1. In an internal combustion engine, a plurality of cylinders, a piston and an independent closed crankcase for each cylinder, separate air inlet and discharge valves for each of said crank cases, a manifold connecting the discharge valves from all of said crank cases, means for distributing the air pumped in all the crank cases to the several cylinders, and separate means for supply-- ing fuel to the cylinders. .7

2. In an internal combustion engine, a plurality of cylinders, a piston and a closed crank case for each cylinder, air inlet and discharge valves for each of said crank cases, a manifold connecting the discharge valves from all of said crank cases, means for dis- 'tributing the air pumped in all the crankv cases to'the several cylindcrs,means for heating the air to expand the same on its way to the cylinders, and separate means for supplying fuel to the cylinders.

3. In an internal combustion engine, a plurality of cylinders, a piston and a closed crank case for each cylinder, a manifold re ceiving the fluid discharge from the crank cases, and means for heating the fluid passing through said manifold by the exhaust from the cylinders; i;

4. In an internal combustion engine, a plurality of cylinders, a piston and a closed crank case for eachcylinder, a manifold receiving the fluid discharge from said crank cases, a valve for distributing said fluid to said cylinders, and a connection between said manifold and said valve.

5. In an internal eombnstien engine, a lity of panel cylinders, 2:- gas pump pumps, ("seimrge valves fer the gas pumps, :1 v. reeeweir eon'n'nen to all tlie'eylmderf plum unlers l'esuppiy em with guSM b will: the n In in internal celnbnstion engine, a plurality of e .ilers,-a gas pm'np for each cylinder, eepnre e means fer "nrnping air, gas pree snre manifold ire viving tire gm? from all he gas pumps and acting as a storage 1 veil for gas nmler pressure, means fer maintaining a censtant pressure abere atmospheric pressin'e in said manifold, and means c'enneeting the reservoir per enen of the cylinders, I

Y. In internal combustion engine, pln raiity of cylinders, n gas pump for each eyhngier, a gas supply pipe, eomnmn to all the gas pumps, a gas pressure pipe common to all the gas pumps, :1 liy-pnss cnnnecting the supply and pressure pipes, and a pres;- sure rrgnlating valve in the by-pnns fer maintaining n. constant pressure in the pr sure pipe.

In internal ren'ilmstiun sng'n two diameter. eyiimgler, ntwo (iinnn, e?" ton therein, means; for compressing ehern'e of scavenging air on the down stroke at tne piston, means: for ennipressing a charge of gas-0n the up stroke of the piston, a retziry valve controlling the ndmissien of the air and the gas; to the cylinder, an exhaust port uncovered b the piston, and means for driving the valve in SElCll relation to the pinion travel that the air is ulmitted while the exhaust port is opened and. the gas is mlmittei-niter the exhaust port is closed.

In n. internal combustion engine, a pinralitwef cylinders, a piston for each e'ylinder, and exhaust ports for each eylinl 1", n, zntary valve rennnen to all of said eylin-rlers, for supplying air under "nlve at a central point mane fer supplying under pressure to inc ends of the valve.

16. In an int rnnl een'zenstion plurality of cylinders, n, 'p'iten' anti closer l .mr each eylirnle j a discharge valve fer eaeiii crank 559, E d velves liezn in n, enmrden chamber, and i, (RBilili'jl able cover felisni', elimnber.

11. In an internal con'ibnstion cylinder, a'pisten, an inlet; port to said eylinder, and a rotary valve controlling the admission of fluid through said pent, said valve having twn ecnnpnrtznents, one for air and ene fer gas, and 2'- port leading from each of said compartments to the inlet ports,

' 12', In an intermil eombuslzien engine, a eylinder having a wmigwshaned combustion engine, a

engine, a

=pace with llllQ small enrl oi the werlge awn ii nn the cylinder here, a long narrow inlet PU at the small end of ie wedge, and :1

pair of. deflectors for (iii 'lmting the flow ef the gas fltml shill pert into the erlnnler,

13. In an. internal#:urnlmsfiinn an e, a plurality of cylinders, n crnnl; elmxi't, nir comp! sing means for each erlimler, n iJOlDiHtBSlHQ means for each v glinrivr TDiZ-HI; Salve extending: along the in" I the lnnlers; 'llllGl to 11112 shaft for snw eegsi ely fllzhlllilllgl the air and gun in the cylinders in. lie nriler named, means fer conveying the (FUDIPYGSSQLl air to said valve and means for eenreying the compressed gas thereto.

H. In an internal colnlinistion engine, :1. plmnlity (if cylinders, water jackets im. the same, a gas pninp, a gas rosernir between the gas pump and the cylinders, said reserveir having :1 enpzieit-y exceeding a single elnrge for the cylinders, a water jacket on said reservoir selmrate frem cylinder jackets, and (if 02ml; of the cylinder ia lret, ivluiarelly the llllfi reservoir is held if 2. t and rented by the 'llOil Water tire e limler juelrets.

15 in an internnl eeanlm :2. connection fruin thecliselmrgre jackets t0 snirl Wafer are in "turn lime I ieat the compressed gas in the reservoir.

2.6. In an internal con'alm'stien engine, a erlinder, a hollow rotary valve, an air reservoir Wnliin. said valve, means for supplying! said reservoir with nirnnder pressure, a gas reservoir Within said valve, means for sup plying the same with ;1- ejnncler pressure a portleacling into the; liz'nler, and perts E11 time valve for enceessiv eenneeting' the air and gas reservoirs with the c 'nlezx 17. In an internal eei'nlnzstion 4 :1 cylinder, 2 pisten, n eloseel crank V passage leading frem the crank ease t bl'ae eyliniler through which substantially einml charges of air are ner'nmlly pumped be the cylinder at each down stroke efthe pieten, supply ef gas under pressure, means lireclncing gas into the cylinder, and. means E01 throttling the sirmiltane ously reducing the air supply to the cylinder umler less than normal loads.

18. In an internal eomlnlstion engine, cylinder, a piston, :1. closed. crank cane, an air inlet therefor, a passage leading from the crank ease, to' the eylinderv through which substantially equm-ehzrrges of air are new Int-lily pumped to the cylinder at each down. stroke of the piston, a gas pump, a pipe lllll lad 19. In an internal combustion engine, an-

even number of cylinders connected to a common crank shaft, fuel supply means, a supply pipe connected to said fuel supply means and supplying one half of the cylinders, asecond gas supply pipe connected to said fuel supply means and supplying the other half of the cylinders, a gas throttle valve in each of said supply pipes for simultaneously controlling the supply of "fuel to the group of cylinders fed by'such pipe, and means for operating one of said valves independently of the other.

20. In a two-cycle internal combustion engine, four cylinders arranged in two groups, the cylinders of each group having cranks at 180 degrees, and means for con trolling the fuel supply to one group of cylinders independently of the other. 4

21. In an internal combustion engine, a number oi cylinders arranged in groups, each group having a plurality of cylinders arranged to produce substantially constant torque, and a single control means for first controlling the .fuel supply to one group of cylinders and then the fuel supply to the other group.

22.- In an internal combustion engine, a crank shaft, a piurality of cylinders arranged in groups, each of said groupshaving the cranks operated by its cylinders set to produce substantially continuous torque, a single control means for first cutting off the fuel supply to the one group :of cylinders then reducing the fuel supply to the other group, and tor then cutting down the air supply after the fuel supply to the last group has been reduced to a predetermined point;..

In an. internal combustion engine, a" crank shaft, a plurality of cylinders 'armeans for, separately eontrollin number. of cylinders; arranged in 'each group havln arranged to produc -cylinders ran ed in groups each .of said gro'u aw ing the cranks operated- 13 its cylin are set" to produce substantially continuous to! no, the el supply to the 'diiferent groups 0 cylinders,

means for normally supplying the cylinders with a constant air char e and a variable a gas charge, and means or simultaneously reducing the air and gas charges on less than normal loads.

24. In an internal combustion engine, a

cranlr shaft, a. plurality of cylinders ar-'.

ranged in groups, each of said groups haviny. the cranksoperated by its cylinders set to producesubstantially continuous torgue, means for separately controllin the uel supply to the different groups 0 cylinders,

means for normally supplying the cylinders with a constant 2111' charge and a variable gas charge, and means operating'after the gas supply has been shufofifrom one group of cylinders for simultaneously reducing the air and gas supply to the other grou of cylinders. whereby at loads above half load a ll the cylinders areoperated with a constant air and a variable gas charge, at loads onefourth and below half load one group only of cylinders is operated in the same manner,

and at loads less*thhn-one-fourth load one group only is opeted with a yariable air and a variable gas pply; I J 4 25. In an internahcombustion engine, a roups, plurality of cy inders I t least one power impulse for each, hfltrevolution of the crank shaft, and a .s'iugle/ycontrol means for first controlling ,fiiejgfuel supplv to one cup of dfihenlcontrolling the del supply to the other group. In testimony whereof I hereunto ailix my signature in the presence of two witnesses.

WALTER W. MAOFARREN.

\Vitnesses: i R. M. GAUGHAN,

E. B. WALTERS.-

Images