US1361332A - Internal-combustion engine - Google Patents

Description

T. A. HUTSELL.

INTERNAL coms usnow ENGINE. L

APPLICATION FILED MAY l, 1919.

1;,361,332. Patented Dec. 7, 1920.

2 SHEETS-SHEET v ram/4w C1 Horn 21 T. HUTSELL. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAY l, 1919.

Patentd Dec. 7, 1920.

2 SHEETSSHEET '2.

UNITED STATES PATENT THOMAS A. HUTSELL, oFsroKnNE, WASHINGTON, ASSIGNOR 'ro THE. H

MOTOR COMPANY, OF SPOKANE, WASHINGTON.

INTERNAL-COMBUSTION ENGINE.

Application filed. May 1,

To all whom it may concern:

Be it known that I, THoMAs A. IIU'rsELL, a citizen of the United States,' residin at Spokane, county of Spokane, State of as ington, have invented certain new and useful Improvements in Internal-(lombustlon Engines, of which thefollowing is a spec1- the utilization of a novel oil or lubricant distributing system in connection with the plS-j In order that the invention may be tons. readily understood I have illustrated a four cylinder motor of the two-cycle type as used on automobiles, but it will readily be understood that a greater or less number of cylinders may be utilized if desired, the present showing being an exemplification of the invention at. the-present time.

The invention consists in certain novel combinations and arrangements of parts as will be hereinafter more particularly pointed out in the specification and claims, and in the accompanying drawings I have illustrated one complete example of the physical embodiment of the invention constructed and arranged according to the best mode so far devised for. the practical application of the principles of the invention.

Figure 1 is a side elevation of a motor'or engine involving the novel features of the present invention, oneof the cylinders and a portion of the closed crank case being broken away for convenience of illustration. Fig. 2 is an enlarged view, in section,

' transversely of the engine, showing the piston in position with the exhaust open from the cylinder and anew chargeentermg the cylinder through a port diametrically opposite the exhaust port. Fig. 3 is a similar view of the upper end of theparts in Fig. 2,, but here the piston is in position ready for ignition of the charge. t f Fig. 4 is a view in elevation of the piston, showing a portionof its stem broken away and the connecting rod attachment thereto. In the preferred form of the invention as specification of Letters Patent.

. Patented Dec. 7, 1920.

1919. Serial No. 293,942.

illustrated in the drawings the usual closed crank case is employedas designated by the numeral 1, the fly wheel 2 and crank shaft 3, also being of usual and suitable construction. 'In the four cylinder engine shown, the cylinders 4:, 5, 6, and 7 are closed at their upper ends and open at their lower ends to the crankcase, and provided with the usual water ackets 8 having the connections 8" and 8 and the piston 9 reciprocating in the cylinder and performing the required functions of a working piston for the engine and a pump piston for supplylngthe fresh charge to the engine. Thus the cylinder' i in which the piston 9 works, has an annular receiving compartment 9 forming the cylinder for the pump that supplies the fresh I charge to the working part of the cylinder above the piston 9. a

The piston has the usual connecting 'rod 10 coupled with the crank 3 and also coupled to a specially formed piston stem 11 which has a reduced end threaded at 12 into thepiston head 13 to form an integral and rigid partthereof. Thepiston is of course cylindrical and fashioned hollow with its interior and exterior machined or machinetooled, and upon its working end is provided a semi-circular or annular flange or projection 14 forming a baflie wall to separate the gas of the fresh charge from the exhaust of the ignited charge and to guide the incoming fresh supply of fuel gas. At 15, 15, are indicated the usual packing rings for the piston as it reciprocates in its cylinder, and near the upper end of the piston a circumferential slot 16 is provided forming a port in the piston which co-acts with a bypass 17 in-the cylinder wall that is con? trolled by the piston as it reciprocates, the by-pass connecting the cylinder proper with itslower end 9 forming the pump cylinder before mentioned. v

Within the lower end of the cylinder 4, and forming the annular space 9 therein, is rigidly fixed an open end sleeve or subcylinder 18 over which the hollow piston 9 is adapted to telescope when at the end of its working stroke, 'and this sub-cylinder is fashioned with an annular flange or ring 18 through which the bolts pass to secure the cylinders of the engine to the crank case. By this construction a rigid and fixed support is provided for the stem ll of the piston and the piston is guided in a positively straight and true course as it reciprocates in its cylinder, thus assuring a close fit of the piston inthe cylinder and consequently a stable movement-of the parts to enhance the life of the motor.

The exhaust port 19 is diametrically opposite the by-pass l7, and the exhaust pipe 20 is. connected-with the cylinders in usual manner, while the intake port 21 alined with the exhaust port receives the fuel supply from the manifold 22 through the check valve 23 as shown, the exhaust and intake portsbeing, controlled by the reciprocating piston as usual.

During the up stroke of the piston the supply of fuel or charge, passes through the check valve and intake port to the an nularspace 9 the by-pass 17 being closed; then upon .the return stroke of the piston the check valve is closed by pressure from theu'nder side ofthe piston and the charge is compressed in the :pump cylinder 9, the

gases receiving their maximum of compression when the piston reaches position ust before port 16 registers with the by-pass. 7

When the by-pass is in line with the port 16 the compressed fuel charge passes up into the cylinder above the piston, expanding into the cylinder and aiding in'scavenging theexhaust. gas through the port 19 which is open as indicatedin Fig. 2.1, During the upward or returnstroke of the piston the c arge: is compressed above. the cylinder until the point of firing and at the proper time charge is-ignited and the cycle of the piston repeated th'e firing taking place at the end. of each upward stroke of the piston, and the exhaust of spent gas and compression of the freshsupply of gas taking place onthe downwardstroke of the piston. The

incoming or fresh charge of gas is proportioned so thatits expansion will be slightly less than theicapacity of the working cylinder, and consequently there is no likelihood of -losstof fresh gas throughthe exhaust, While on the other hand there may still remain a'slight quantity-of the spent gas in the cylinder, but much less than the usual quantity inmany engines of this type. v a

it will be noted thatthe stem 11 of the piston receivesthe strain or lateral thrust occasioned by. the action of the connecting rod and prevents its transmission to the piston itself thus allowing the piston to travel in a true line withoutwabbling -w ith stand pipe 32 located centrally in the inpipe terminates in a plug 31 passing from the lowenen'd of the sub-cylinder or sleeve 18 to its inner bore, and this plug, which is 'open throughout its length is in position to register with the lower open end of a terior of the valve stem and bent outward to-pass through the wall of the stem and registerx'with the screw plug forming the termination of the branch pipe. During the major portion of the movement of the stem communication is closed between the branch pipe and the standpipe, but'it will 7 be apparent'that oil is fed intermittently from the plug to the stand pipe when these parts register As the oil accumulates in the ,standpipe of the stem it is gradually forced; out into a reservoir 33 at the top of* the piston stem, below the head, and through the radiating oil ducts '34 the lubrieating oil passes from the reservoir to. the piston periphery to lubricate the. piston. The piston may be of slightly less diameter whereythe ducts open out, than at other points to permit exitof the oil'and then the oil p'asses around the pistonand is distributedin the usual manner. 8 A predetermined quantity may be supplied from the pump, .and so proportioned that after the required supply isi'urnished to the several cylinders, the excess oilpaslses 100 out of the end 35 of the main feed plpe and is used on the gears 36, 36,-for the water circulation pump, the magneto, and other acvcessories.

The stem of the piston is lubricated by the splash from the crank case in wellknown manner,vand need not be described here.

From the above description taken in connection withmy drawings-it is: evident that I have provided: an enginethat is well adapted for smooth running which reduces its vibration and enhances its durability,"and which is highly 'efiicient in performing its functions in connection withtthe reception, compression andrelease'of the charge into the workin cylinder for ignition at the proper instant, and by the utilization of the construction for accomplishing the ends, the usual'accessories including valves, shafts,

5 rings, tappets, etc. are eliminated to re- 12o uce the costand operation of the engine,

and to render it more simple in its operation. Advantage may be .takenofthe loca tion of the exhaust and intake ports, which are alined, to heat the charge frointheiex 1 25 haust if desired.

Because oftheutilization of the telescoping piston and sub-cylinder and the arrange, ment of the by-pass and ports, I am enabled at all -times toobtain. a full charge at each stroke of the piston regardless of the speed and cylinder communicating therewith, of asleeve fixed in the lower end of the cylinder and forming an exterior fuel receiving and compression space, intake and exhaust ports to the cylinder and a by-pass in the wall of the cylinder, a ported hollow piston in the cylinder co-acting with the intake and exhaust ports and said by-pass as described, and a concentric stem dependingfrom the piston head and reciprocable in the sleeve.'

2. The combination in an internal com-' bustion engine, of a crank case and cylinder opening thereto, a flanged sleeve bolted between the crank case and cylinder and occupying the lower end of the cylinder, said sleeve forming an annular space between it and the cylinder and closed to the crank.

case, a hollow piston adapted to telescope into the annular space and provided with a hollow stem depending from its head, and

lubricating means within said stem for supplying lubricant to the piston and cylinder.

3. The combination with the cylinder having intake, exhaust and bypass ports as described, of a sleeve in the lower end thereof forming an annular chamber, a hollow piston adapted to telescope over said sleeve and provided with a port to co-act with said bypass, and a stem on the piston guided in the sleeve as described.

4. The combination with the cylinder having an intake port, manifold, and a check valve in the manifold, a by-pass in the wall of the cylinder, and an exhaust port above the intake, of a sleeve in the lower end of the cylinder forming an annular receiving and compression chamber to receive fuel from the intake, a hollow piston adapted to telescope into the receiving chamber and provided with a port to co-act with said bypass and a stem on the piston guided in said sleeve.

5. The combination with the cylinder having intake, exhaust and by-pass ports, of a sleeve in the lower end of the cylinder and a hollow piston adapted to telescope over the sleeve and formed with a port to co -act with the by-pass, a hollow stem to the piston guided in said sleeve, and means for intermittently supplying oil to the piston through said stem.

In testimony whereof I ailix my signature.

THOMAS A. HUTSELL.

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