US1112589A - Internal-combustion engine. - Google Patents

Description

H. W. ASHMUSEN. INTERNAL COMBUSTION ENGINE. APPLICATION FILED APR. 1, 1910.

Patented Oct. 6, 1914.

2 SHEETSSHEET -1.

e w m W W i i/Ramses H W. ASHMUSEN. INTERNAL, COMBUSTION ENGINE. APPLICATION FILED APR. 1, 1910.

' 1,112,589, v .Patented 0011 1914. I 2 SHEETS-SHEET 2. v

s m I lmi/bmcoaco 5 i 2 i i HENRY W. ASHMUSEN, OF KINGS PARK, NEW YORK.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Oct. 6,1914.

Application filed April 1, 1910. Serial No. 552,819.

To all whomit may concern:

Be it known that I, IIENRY \V. Asrnmsnn, citizen of the United States, residing at Kings Park, Long Island, in the county of Suffolk and State of New York, have invented certain new and useful Improvements in Internal-Combustion Engines, of which the following is aspecification.

My invention relates to internal combustion engines and particularly to the construction of the cylinder thereof and the valve mechanism therefor. 4

The primary object of my invention is to provide means for cooling the cylinder and the valve of an internal combustion engine, and also to cooling the fuel charge just previous to its passage into the cylinder so that a greater amount of vapor may enter than under ordinary circumstances, thus increasing the power of the engine.

- A still further object is to so construct the cylinder head that only one valve is used for admitting the charge to the cylinder and permitting an egress of the exhaust.

Still further objects will appear as the details of the invention are described.

An embodiment of my invention is shown in the accompanying drawings, wherein Figure 1 is a perspective view of my improved engine. ,Fig. 2 is a longitudinal section thereof, particularly showin the cylinder holding a valve structure. iig. 3 is a horizontal section thereof on the line 33 of Fig. 2. Fig. & is an end view of the cylinder 5 and its supporting structure, the end of the cylinder being partly broken away.

Corresponding and like parts are referred 'to in the following description and indicated in all the views of the accompanying drawings by the same reference characters.

Referring to these drawings 2 designates the cylinder of an internal.combustion en gine. and 3 the crank-case thereof of any usual construction. The extremity of this cylinder is closed by a head at. This head has the form shown-in Fig. 2', and is formed with the side-wall 5' which is screw-threadcdly cnga'gcdwith the head :of the cylinder.

- These side-walls and the head 4 have an so arcuatc or arched form, the end-wall merging into the side-walls. A spark-plug 6 of any usual construction passes through the cylinder head as shown in Fig. 2. It is not 1 necessarytodescribe this sparkplug, or its connections in detail. The head 4 is inclined and rounded,as will be noted, but has a fiat side-face 7 formed with a valve opening 8 controlled by a valve 9 having a stem 10 which passes out through a suitable supporting bracket 11. A light spring 12 acts to normally hold the valve 9 in its closed position. The manner of operating the valve 9 will be later described. The walls of the cylinder 2. are formed with a plurality of longitudinally extending grooves or channels 15, which channels are cut out of the face of the cylinder. Surrounding thecylinder and resting upon the ribs formed be tween said channelsis the outer casing 16. This outer casing preferably extends rather more than half way along the cylinder 2 and is of course, spaced from the cylinder by, the ribs 15. It will be understood that this outer casing forms part of the cylinder and forms in effect the outer cylinder. The lon- 5 gitudinal grooves or channels 15 might be formed in any other manner but I find this is a convenient way of forming them by grooving the cylinder and placing outer casing thereon. 0

I do not wish to limit myself to the use of a plurality of longitudinally extending alternate channels and ribs, as I may use other means for spacing the casing 16 from the cylinder. This casing extends entirely 5 around the body or cylinder but ceases at the point where the cylinder merges into the flat face 7 of the head. Around the rest of the cylinder, however, the casing 16 is extended upward and over the head as at 17 and extends beyond the flat face at 18, so as to form a chamber 19 between the Hat face 7 of the head and the casing 18.

It will be seen that "by the construction above described I have provided a cylinder which is formed with a number of longitudinally extending passages, cells or channels between the outer and inner surface of the cylinder walls disposed at intervals all,

around the cylinder and extending a dis tance lengthwise of the cylinder about halfway from the cylinder head. The chamber 15) is connected as will be hereafter described with the intake port of the cylinder. By

connecting the head end of these channels with the intake port in the chamber 19, a cool draft of air is drawn through them'iat each suction stroke of the piston. This cooling scheme alone would notbesufiicient, but it is entirelysufficient when't'aken together. with the outside air cooling which is due to theclose metallic c nnection between the outer and inner walls, secured by the fact that the air passages or channels are spaced from each other and that there is a web between each pair of channels which connects what may be termed the inner wall of the pistonwith the outer wall thereof. It is best that thcse channels extend the dis tance mentioned and yet be as short and straight as possible and not spirally arranged because as the air passesthrough them, it heats to some extent. For the purpose of cooling the air, I expand it after it leaves the channels into a larger chamber 14'. This expansion I obtain by having the cross sectional area of the chamber 17 greater than the aggregate cross sectional area of the channels.

Connected to the casing 18 and formed integral therewith is a carbureter chamber 20 having an opening in'its upper end extending into the chamber 19 through which opening passes the wick 21, this Wick extending laterally across the whole lateral extent of the chamber 19 so that every bit of air which is drawn through the chamber 19 must of necessity pass over the wick. In order that the air may be forced into close contact with the wick and thereby take up the gasolene vapor therefrom I have provided the laterally extending deflecting valve 22 which is pivoted in any suitable manner as at 23, the free edge of the (16-; fleeting valve being adapted to rest upon a A spring 22 is connected to thedeflecting valve 22 and acts to hold it to seat 24.

its seat. 7 This spring is connected to an adj usting screw 22 whereby the tension of theg spring may be increased or decreased, thus.

securing an adjustable variation in the richness inthe gasolene vapor. It is to be noted that the wick 21 extends nearly entirely across the chamber 19 and entirely across the carbureter 20, thus exposing everyportion of the air to the wick and thus thoroughly impregnating the air with the gasolene vapor. Furthermore the member 22 not only acts as a deflector forcing the air down against the wick but also acts as a valve opening upon the suction stroke of the engine to a greater or less extent. As before stated, the air after it passes from the channels 15 expands in the head chamber 17 whereby to cool the air. The air is further cooled just before reaching valve 22 by the refrigenting action arising from vaporization of the liquid fuel from wick 21. It is therefore not necessary that the cross sectional area of the passageway leading directly to the intake port should be actually as great as the head chamber [9.

livotcd upon the bracket or support 11 is the exhaust valve which is preferably in the form of an elongated rectangle, the

tact with the valveseat 26. This valve opens outwardly but closes against pressure from the outside. The valve 25 forms the exhaust valve of the engine and may open to the outer air or to any suitable conducting pipe leading to a muflier not shown.

In order to provide for a proper movement of the valve 9 the inside face of the head ,4 adjacent to the valve seat 8 is slightly cut away as at 27. This cutaway portion, however, is rounded and gradually merges into the face of the head so that no corner or pocket will be formed wherein soot, or dirt may accumulate. The valve 9, as before stated, is held closed by a light spring 12 but is opened by any suitable intermittently acting valve operating mechanism. For this purpose, I have shown a shaft 28 having thereon an arm 28 which loosely engages with the spindle of the valve 9 below the spring 12. This shaft 28 is a rock shaft and is connected by a reciprocating rod 29 with any suitable mechanism operatively connected with the operating parts of the engine, whereby it may be reciprocated. I have not shown any means for this purpose as any suitable connection may be used, as will be understood by those skilled in the art. This mechanism however, is so timed, that the shaft 28 will be locked at such periods that the valve 9 opens through all the exhaust stroke of .the piston and through a portion of the suction of the charging stroke, the valve being held open through a portion if th remainder of the charging stroke by means of suction exerted upon the valve. The tension spring 12 may be variably adjusted by any suitable means as by the lever 30 so as to hold the valve 9 do-wn with greater .or less force and thus regulate the length of time in which'thfe valve 9 remains open upon the suction stroke. As the spring is under tension it will be obvious that the valve 9 will close quicker than it would if the spring'was of too light a. tension. Means are thus provided for regulating the amount of charge entering the cylinder.

It will be seen that the longitudinal passages 15 will all open into the chamber 17* which extends over the head of the cylinder. Those passages 15, however, which at their outer end are blanked by the supporting bracket 1.1 or by the valve casing upon the Hat side of the head. must necessarily be connected in some other manner to. the chamber 17; and to this end the walls of these passages are formed with intclined channels or passages 3i. these narrow passages 31 diverging so that the current of air passes around the valve casing and into the chamber 11'. I thus provide for a proper circulation of th air within the passages so that upon a suction stroke of the piston'the air will-bci drawn into all of the passages, thence into the chamber l7, and

its

"thence through tlie valve opening 8 into the cylinder, taking up 'gasolen e from the wick 21 in'its course. It'isfparticularlyto be noted that the totalcross sectionalarea of the passages is less than'theareaof the chamber 17 and this inturn is, less in cross 1 sectional area-than thej' vfalve opening 8, so that a r assing 11rthro1i h these passages .Fexpands asiti eachestheehamber 17", and

' reaches the cylinder. It is well-knownthat then undergoes another expansion when it F a gas when expanded eis c ooldyand hence it entrance .1 into- 1 the chamber T7? and then again 1 upon its entrance into? the Cylinder.

'i-a'lhecasin-g wli'i'ch extends' over-the head 4 'rovid'ed with =ribs-33 whereby the casing consumed gases througli the valve opening :8 my main exhaust isl loc'ated in the side oi the cylinder and 'is desig'iiate'd 34:- I have found; by experiment that locating the main exhaust at this place is particularly effective, and that the sudden outward passage of the consumed vapors fithroughfthis exhaust passage 3% tendsto almost entirely withdraw and eject the consumed gases and the unconsumed ,productsi of combustion therewith. \Vhat products of combustion are not ejected through the opening 34 will be forced out with the return stroke of the piston through the valve opening 8.

. The operation of my invention is as follows :Upon the suction stroke of the piston the valve 9 will be open (it having been previously opened by the cam 29). The suction of the outwardly moving piston will draw the air from the chamber 17, this air passing over the wick 21, becoming thoroughly impregnated with gasolene and passing through the valve opening 8. By reason of the expansion of the air it will be cooled. and this will act to cool the gasolene, thus cooling the charge prior to its entrance into 1e cylinder. Before the piston has reached the full extent of its suction stroke the cam 25) will have passed out of engagement with the valve stem-10, but the valve will be held open by the suction of the piston. Upon the compression stroke of the piston the valve 9 will be closed, the compressed charge will then be exploded and the piston forced out as usual until it has cleared or uncovered the exhaust port Just after it has uncovered this port the cam 29 will. engage with the valve-seat forcing the valve 9 from its seat and upon the return stroke of the piston the exploded vapors will be forced out through the opening 8. The pressure of these vapors as they are forced out will act to open thevalve 24 which is normally held closed by a light spring or other suitable means. Upon the outward stroke'of the piston the valve '9 will be still held open by the cam 29 and the suction will cause the mixed air and gasolene forming the charge to 'pass' into the cylinder asbefore described. .It will be the chamber 17 into intimate contact with the cylinder head (the hottest; portion of a gasolene engine) andinto contactwvith the valve 9, thus keeping thisvalve 0601.. v

f It will be seen that by reason ofthe peculiar laterally concaved form of the cylinder head that after the charge is drawn into the cylinder through the opening 8 it will be deflected into the body of the cylinder with much greater force than would be the case was the head of the cylinder -at right angles with the longitudinalaxis of the cylinder,

and that further, inasmuch as the cylinder head is laterally co'ncaved or curved, there Wlll be no corners or angles to retard the that the entering charge striking the in clined head of the cylindei; will act to scour the same so that soot and dirt cannot collect upon the cylinder head. Thiscollection of soot and dirt, and unconsumed products of combustion is the cause of much inconvenience in the operation of gasolene en-' gines. Furthermore by the arrangement described, I tend to prevent stratification of gases within the cylinder. It will be seen that this scouring or cleaning action of the head takes place at each suction stroke.

In addition to the advantages above stated, my construction permits of the use of one valve to control the inlet and exhaust of the vapors to and from the cylinder and thus eliminates the necessity of two valves, one controlling the inlet and the' other the exhaust, these valves being separately timed and separately operated. There is considerable difliculty in properly timing the inlet and exhaust so that they shall properly coact with each other in opening and closing. This is entirely obviated by my construc tion, it being only necessary that the cam should be so timed that the valve may open at the proper period, the closing taking place automatically. By regulating the strength and tension of the spring 12 secure a means for controlling the amount of charge passing into the cylinder. I may use any means for this end.

It is to be noted that the spark plug is located in the middle of the inclined head of the cylinder and hence that it will'be scoured by the inrt'isb, tthe charge. This scouring action tends to keepthe terminals of the spark plug clean of soot or dirt and "passage of the'gas or prevent its easy sweep into the cylinder. Furthenat is pointed out in proper condition. Furthermore that spark plug is so located that it is in the midst of the compressed charge in the clearance space of the engine, and hence in a position particularly adapted to igniting the charge properly and secure an explosion of the vapors.

A further advantage of my construction lies in the fact that the inlet port and exhaust port being both controlled by one valve, there is no necessity for the more or less complicated timing mechanism used to open the exhaust port at the proper period of the stroke. I therefore secure a better speed control than is possible with dissimilar constructions.

' In-having but one valve communicating with. the interior of the cylinder head I eliminate the necessity of having one hot valve and one cold valve, as is ordinarily the case, and thus do away with the heavy springs which tend to pound the valves in returning them quickly to their seats. This is especially the case with the ordinary enhaust valve. My duplex valve, which serves both as an inlet and an exhaust valve, seats very gently as the suction diminishes. By the use of the duplex valve also save gas and power, because there is thus one less port for the gas to leak through. I further save gas and power for the reason that the valve is at all times kept clean by the a plurality of longitudinally extending channels spaced from each other by Webs connecting the inner and outer portions of the Wall of the cylinder, said channels being disposed at suitable intervals around the cyhndenone end of each channel being open for the admission of air, the other end opening into said chamber formed in the head of the cylinder, and said head chamber connecting with a passage to the intake port of the cylinder, and means for vaporizing a charge disposed in said last named passage.

In testimony whereof I atlix my signature in' presence of two witnesses.

HENRY lV. .ASlIh'lUSlCN. (L. s.] lVi l nesses l B. lVuIonr, W. N. VVoonsoN.

Galilee at this patent may he obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. C.

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