US1370541A - Internal-combustion engine - Google Patents

Description

l. HUTCHINSUN- Patented Mar, 8,1921

4 SHEETS-SHEE1 I" I z a a z m M I w, 7 2 a 2 m m 2 l 4 1 .r i {I v i 23 a v a 4 v: x 33H 4 n W -MMVHI. 0 9 k 7 3% INTERNAL COMBUSTION ENGINE.

APPLICATION HLED OCT. 16, 1917.-

J. HUTCHI'NSON.

INTERNAL'COMBUSTION ENGINE.

APPLICATION FILED OCT. 16. 1911.

Pamea Mar. 8, 1921.

4 SHEETS-SHEE] 2 gnvcnioz J. HUTCHINSON.

INTERNAL COMBUSTION ENGINE.

8? ix 70 WK E u f 62;

4 SHEETSSHEE13.'

Patented Mar. 8, 1921.

J. HUTCHINSON.

INTERNAL COMBUSTION ENGINE. APPLICATION FILED OCT 16. 1917.

Patented Mar. 8, 1921.

4 SHEETS-SHEEI 4- UNITED STATES 1 PATENT OFFICE.

JOB HUTCHINSON, or BROOKLYN, NEW YORK.

INTERNAL-COMBUSTION ENGINE.

T0 aZZ w 710m it may concern.

. Be it known that 1, Joe HUTCHINSON, a

citizen of the United States, residing; at tate,

Brooklyn, in the county of Kings and of New York, have invented new and useful Improvements in Internal-Combustion Engines, of which the following is a specification.

This invention relates to internal combustion engines, and more especially to an improvement in engines of the two cycle type wherein theworking.cylinder is formed by a sliding sleeve.

To this end the invention has generally in'view a special construction whereby the fuel charge may be initially compressed by a novel arrangement of parts to rapidly enter the working cylinder, thereby not only havin'g theadvantage of effecting a more complete and expeditious scavenge of the sand working cylinder, but at the same time rendering the engine capable of maximum efficiency in high altitudes.

The 'feature of providing adequate fuel compressing means in a snnple and practical form as a part of the "general engine structure 1s one of recognized importance in thebuilding of modern aeroplane motorsv since the latter are frequentlycalled upon to operate in altitudes of twenty thousand feet where the air pressure is about half or less than half than at ordinary levels. Hence, owing to the low pressure atmospheric con ditions, engines working at great altitudes only generate half as much power, and, in'-,

order to prevent this loss of valuable energy and power it IS necessary to augment the degree of fuel compression to compensate as far as possible for the unusual conditions set forth.

,# Accordingly, the present invention pro-- jceses to provide a novel engine structure wherein the gaseous fuel is initially drawn in the engine, and then drawn into a co'm-' pression chamber wherein it is compressed from the carbure teggt atmospheric pressure into a sultable receiving compartment bullt to 'about twenty-five pounds pressure on the expansion stroke of the sleeve piston, and then permitted to rapidly escape into the working cylinder to be again compressed prior to firing to produce the working stroke. In this connection it is also proposed Specification of Letters Patent.

Application filed October 16, 1917. Serial No. 196,822."

are shown in the Patented War. 8, 19.21.

to provide a structure wherein the fuel compression chamber is of ample capacity so that even under low atmospheric conditions .there will still be a surplus over and above 'tivel'yremote from the exhaust ports thereby eliminating the necessity of a deflector, while at the same timev improving the scavenge.

.AS a further object the' invention contem- I plates a special construction designed to se cure the greatest possible power coupled with efficiency and simplicity in a standardized form of motor without impairing the strength of parts that should be substantial and durable, and. also eliminate vibration without increasing the number of cylinders. In doing this it is proposed tomake use'of the so-called recoil of the moving parts to performjwork instead of being relatively free,- which causes the vibration referred to, thus utilizing the full effect of each explo- SlOIl.

With the above and other objects in viewwhich will more readily appear as the nature of the invention is better understood, the

Same consists in the novel construction, com

bination and arrangement of parts hereinafter more fullydescribcd, illustrated, and

claimed.

Practical embodiments of the invention in which .Figure l is an elevation, partly in section,

of one form of the invention. 7

accompanying drawings, 1

Fig. 2 is a vertical section at right angles to Fig.1.

.Fig. 3 is a top plan view.

Fig. 4 1s a cross-section on the line 4;- 4 of Fig. 2.

Fig 5 is a 'detail section (enlarged) ofa modified type of dome.

i Fig. dis a view similar to Fig. l'showing a modification ofthe invention.

F 1g..7 IS a vertical sectlonal view 0 exhaust passage or chamber 6 which com-.

bined in various structural embodiments,

and by way of illustrating one simple and practical form reference may be had to the accompanying drawings wherein F igs.. 1 to 4 inclusive show an engine cylinder 1 hav in a central bore 2 and water jacket 3, and suitably supported on and secured to the crank case by the bolts 5 or their equivalent. As shown, this cylinder is preferably pro vided at its crank case end with an annular municates with the bore 2 through a series of exhaustports 7. The outlet from said exhaust passage or chamber 6 is effected through a pairv of diametrically opposite discharge ports 8. This type of exhaust provides for quickly releasing the exploded charge and materially assists the scavenge, and consequently prevents choking or back pressures when the engine is running at high speed, thus enhancing the efliciency and flexibility of the engine under all operating conditions.

The upper end 9 of the cylinder may be formed as shown with an upstanding ring or flange 10 for maintaining the piston rings of the sliding sleeve elements which operates within the cylinder, in place. And, to premit the entrance of the compressed fuel charge into the working cylinder of the said sleeve as will hereinafter be more fully-explained, this ring is formed with a circular series of intake openings 11 which are thus located relatively remote from the exhaust ports 7, v

and because of their number and arrangement provide for the rapid and unobstructed entry of the fuel into the said working cylinder.

Between the intake and exhaustports the cylinder is provided with opposite radially 'disposed spark plug openings 12 which are threaded in the usual manner to receive the spark plugs P, and terminate at their inner ends in the enlarged sparking pockets or recesses 13 which open into the bore 2 and are covered by the reciprocating compression sleeve S except when the ,live fuel charge is to be ignited. Thus, the points of the plugs are protected by this'sleeve from the usual carbon deposits and are always kept in good sparking condition, and the proViSiOn of two plugs in the locations shown insures ample ignition facilities. 1

Referring now more particularly to the sleeve S which reciprocates in the cylinder able compressor head 14 and an annular series of intake ports 15 adapted to register with the'openings 11 of the ring 10 at the end of. the up-stroke of the sleeve, which is its compression stroke, to permit the compressed fuel charge to enter the working cylinder or explosion chamber C of the sleeve S, while the lower portion is provided with a suitable series of exhaust ports 16 to register with the openings 7 of the exhaust chamber-6. The skirt portion S of the sleeve which extends below the ports 16 has formed therewith, and depending from the lower edge thereof, suitable "brackets 17 which hold therein by means of the fastening 18 a wrist pin 19 whose opposite ends pivotally engage with the bifurcated eye portion 20 of the relatively short connecting rods 21 which are two in number and whose lower ends are secured in the usual manner to the crank portions 22 of the shaft 23, while the crank portion 2% of the latter has fitted thereto one end of a long connecting rod 25 is attached in the usual way to an ordinary piston 26 adapted to freely work within the chamber C of the sleeve S. The structure of the rods 21 is Such that with the sleeve S, they .counterbalance the weight of the rod 25 and piston 26 thus evenly distributing the weight and maintaining perfect balance while the engine is in operation. This is important in an engine of this character. since when the explosion takesplace between the head 14 and piston 26, the rods 21 and 25 are driven in opposite directions, and the forces arecompletely balanced.

The upperend 9 of the cylinder has fitted thereto a novel cylinder head unit for closing the same, and in this embodiment of the invention it preferably assumes the form of a dome whose special features of construction make possible the'desirable and necessary compression features heretofore referred to. This cover or dome is designated generally as '27 and may be of the semispherical or bee-hive shape shown, and provided with a suitable attaching flange 28 for. receiving the fastenings 29 to detachably connect the dome to the cylinder, while tween the spider and the head of they valve may be utilized to seat the valve under the required conditions.

In connection with this valveV however, it may be noted that the stem 37 thereof is of hollow formation and has its lower end split or cut to form a plurality of yielding clutch fingers 39, while the face of the valve is provided with a closed extension socket 40 which forms a continuation of the hollow bore of the stem and receives the spindle or post 41 carried by the center of the head 14 of the sleeve S. This formation of the-valve has in view theretaining of all possible compress-ion in the chamber 32 by providing the closed socket 40, and also the positive un seating of the valve against the tension of the: spring 38 on the suction stroke of the sleeve S through the provision of the clutch initially push the valve to its seat, and the that the novel dome constructionprovides gas compression and. continued upward movement of the post 41 will further positively assist this action.

Another novel and important feature of the invention resides in the provision of means for automatically priming the spark plugs P to insure firing at the proper time, and to this end it is proposed to connect the sparking pockets 13 with the fuel compression chamber 32 by means of a novel valved passage. This passage may be of any desired shape or size, but preferably as shown, consists of the vertical conduit 42 in Open communication at one end with a horizontal conduit 43 which leads directly .to the pockets 13, while theupper end is in valved communication with an angular passage 44 openingintothe floor of the fuel compressor chamber 32. That is to say, the arm of the angular passage 44 which connects with the end of the conduit'42 has a spring pressed ball valve 45 therein which is automatically opened at the compression stroke of the sleeve S to send live fuel to the pockets 13 so that the ignition of the fuel at the end of thecompression stroke of the piston 26 within the sleeve is positively insured.

From the foregoingdtwill be apparent for first drawing the live fuel from the carbureter into the initial fuel receiving chamber 31 at atmospheric pressure, due to the fact that as the-sleeve S descends in the cylinder a vacuum is created in the chamber 32,

. and the valve V is opened by this vacuum and, the assistance of the clutch engagement between the post 41 and valve stem, wherebythe fuel at low pressure is also drawn from 31' into 32 until the end of the suction stroke of the sleeve. Then the upward movement of the sleeve S causes the closing of valve V and the compression of the gas in chamber 32 until the head 14- of the sleeve registers with the intake ports 11 when the fuel will expand into the chamber C ofthe sleeve and effect the scavenge of the exploded gases through the exhaust ports 167, since the head of the piston 26 permits this as shown in Fig. 2. After the fresh charge is in the chamber C the sleeve S descends and the piston 26 rises, and when the ports 15 of the sleeve register with the pockets 13,--

which were primed with fresh gas on the compresslon stroke, the plugs P ignite the fuel charge compressed and caged between the head 14 and piston 26 to cause the working stroke which sends the elements S and 26 in opposite directions to perform their proper functions. peated during each cycle, and accurately These operations are recarry out all of the designed and intended operations with precision and efficiency. 4 A modified form of detachable dome D is shown in Fig. 5 of the drawings. All of the desirable features of the dome 27 are re tained but only one large chamber is provided which acts asboth a receiving and compression chamber. In this form the ,gaseous fuel is'not sucked into the-chamber 46 of the dome by the vacuum produced enge of the cylinder by providing a device which has the action of an air pump in feeding air to the cylinder in advance of the live fuel charge. As will be seen from the said Fig. 5 it is proposed to provide the top of the compression head 14 of the sleeve with a tubular extension or hollow post 49 hav ing at its upper end a plunger head 50 which slidably fits within a casing or barrel 51 carried by the dome at the inside of the crown thereof and having a valve seat 52 'and valve 53 held to its seat by a spring 54.

The end of the hollow post adjacent the head'14 is providedwith a spider 55 for guiding the'stem 56 of a valve 57 which seats in the head in a manner similar to the seating of'the valve 53 in the dome. This .valve like the valve53 is seated under the tension of a spring 58, and with the arrangement shown when the sleeve moves down to firing position the plunger 50 will suck air through the valve 53 into the barrel register with the ports 11 to receive the fresh fuel charge, thus assisting to a great degree the scavenge of the cylinder by pure 'air in advance of the fuel, and cooling the wherein 58 designates a cylinder having an interior bore 59 and a water jacket W formed only about the lower portion thereof to surround the explosion chamber. The upper part of this cylinder has formed in the wall thereof an annular air chamber 60 which communicates with the interior of the cylinder-through a port closed under cer tain conditions by a spring'seated valve 62. This annular air chamber 60 in turn communicates by means of the ports 63 and 64: in the bottom wall 60 thereof with the air transfer passages 63 and 64 which extend downwardly along the sides of the cylinder as shown in Fig. 7 and open as at 65 and 66 into the interior of the cylinder somewhat below the middle thereof and feed air through the intake ports 67 and 68 of the sleeve S into theexplosion chamber thereof which sleeve is arranged to slide within the bore 59 as shown and has novel features length.

The wall of the cylinder has formed therein between the passages 63 and 64 and above the water jacket V a pair of initial fuel receiving chambers 69 having the carbureter intake openings 70 and gas outlet ports 71, while the lower portion thereof is provided with an annular exhaust chamber 72 having proper 77. As shown, the said cover 75 may I be held in place on top of the cylinder by the bolts 7 5, and the end of the suspension member 76 may be threaded into the central opening of the cover and locked in place by a suitable nut 76. Thus, the head 77 is fixed within the cylinder, and may be-provided withsuitable piston rings to insure the proper working fit between the same and the said reciprocating sleeve S and also carries therewith a spark plug P which,

as will be seen, must be fitted with an extra long exteriorly insulated conductor post 1 because of the fact that thevplug is entirely of the valve 62*, and a gas compressor chamber 79.

That is to say, the sleeve S which reciprocates within the bore 59 of the cylinder has,

attached to its upper end which terminates at the middle of the member 76 a compressor head 80 in the form of a ring which fits the said member 76 in such a manner as to prevent the loss of compression in either of the chambers 78 or 79, and is of such length that at the end of the initial gas compression stroke the lower edge thereof is in close proximity to the rear. side of the head 77. About midway, in the Zone of the ports 67 and 68, the sleeve is provided with a pair of gas ports 82 and 88 so spaced as to just clear the thickness of the head 77, and at the end of thecompression stroke register with the opposite ends of a-gas by-pass 84: formed in the cylinder wall between the water jacket \V and the fuel receiving chamber 69. These gas ports 82 and 83 are located at ahigher level on the sleeve than the ports 67 and 68 for the purpose of admitting the gas into the explosion chamber E of the sleeve after the air has entered, thus causing the air to perform the initial part of the scavenging function without using good live fuel.

With further reference to the sleeve it may be noted that the lower part thereof is formed with a plurality of exhaust openings 85 which are adapted to register with the ports 74 in the cylinder wall at the end of the working stroke to facilitate the exhaust,

of dead gases; and, further, this end of the sleeve has formed integral therewith at one side of the ports or openings 85 a piston head 86 which has a conventional connecting rod 87 fitted thereto to connect with the crankshaft in the usualmanner. Accordingly, it will be apparent that the sleeve S and the piston 86 are in the present instance aunitary structure and the head 77 which is located about midway of the cylinder co operates with the piston to provide an explosion chamber E while the portion of the cylinder above the head is occupied by gas and air compressors which work alternately to provide air under pressure to assist in the scavenge and then supply compressed fuel for the working stroke. I

When the piston 86 is actuated the sleeve, of course also moves and in ascending causes the head 80 to compress the air in the chamber 78 and force it through the port 61, by

unseating the valve 62, into the chamber 60 and also the air transfer passages 63' and 64; where it remains compressed owing to the fact that the sleeve covers the openings 65 and 66. 'While the air is thus being compressed a vacuum is created in the gas comuum. Then as the sleeve descends the-gaspressing chamber 79 and when the port 82 in the sleeve registers with the port 71 of thechamber 69 at the end of the upstroke,.

gas rushes from the said chamber 69 into the compressing chamber 79 to destroy the vac:

in the chamber 79 is moderately compressed between the heads 80 and 77 and at the proper point in the downward travel of the sleeve the ports 67 and 68 thereof register with the openings or ports and 66 of the cylinder, before the, ports 82 and 83 reach the open endsof the by-pass 84, to let the compressed air out of the passages 63 and 64 into the explosion chamber E which is filled with explodedor dead gases, to there by drive thelatterout through the exhaust ports 8574= in advance of the admission of live fuel which takes place as indicated through the later registration of the ports 82 and 83 with the opposite ends ofthe by-pass 84. Thus when the combined-sleeve andpiston reaches the limit of its downward stroke the ports "67 and 68 will have passed the open ends 65 and 66 ofthe air transfer passages as shownin Fig. 7. while the ports 82 and 83 are in full registration with the ends of the by-pass 84. Itmay be further observed that when the. compressor head 80 moves downward it creates a vacuum in the chamber 78 which causes the valve 62 to unseat and this valve remains open until the sleeve has reached the limit of its downward movement as shown in Fig. 6. Therefore, as air is being sucked into the chamber 7 8 through port- 62 and valve 62 by the creation of a vacuum therein gas is being compressed in chamber 79, and vice versa.

From the foregoing it will be seen that this modification provides an initial gas receiving chamber 69 and a gas compres-.

sion chamber 79 similar in function to the chambers 31 and 32 of the construction shown in Figs. 1 to l inclusive, and these.

chambers are in communication by suitable valved ports, the same being coveredby the valve in Figs. 1 to l and by the sleeve S in the construction just described.

I claim:

1, An internal combustion engine including a cylinder having exhaust ports and a dome-shaped end which includes a' fuel re ceiving chamber and a fuel initial compression chamber, a partition within said domeshaped end between said chambers, a valve mounted on said partition and controlling communication from said fuel receiving chamber to said initial compression chain a compressicn sleeve having intake and exhaust ports for respectively communicatmg with the initial compression chamber and cylinder exhaust working in said sleevef 2. An internal combustion engine including a cylinder having-exhaust ports, a domeshaped end for said cylinder having a partition which divides the inclosed space into an initial compression chamber and a fuel receiving chamber overlying and at least ports, and a piston partly inclosing said initial compression chamber, a valvemounted on said parti tion and controlling communication from said fuel receiving chamber tosaid initial compression chamber, a compressionsleeve .having intake and exhaust ports "for respecing with the initial compression chamber and cylinder exhaust ports, and a piston working in said sleeve. 4

4. An internal combustion engine includ ing a cylinder having, fuel intake and exports, a domehause ports, and also 'havingan initial fuel I receiving chamber and a compression cham-' ber in ported communication and formed di-- rectly adjacent each other within themgine structure, and a sleeve slidably mounted in said cylinder and having means for positively controlling the communication be tween the fuel receiving chamber and compression chamber.

5. An internal combustion engine including acylinder having exhaust ports, a fuel supply dome formed with separate fuel re ceiving and compression chambers,a suction valve in said dome for controlling communication between 'said chambers and havingits valve stem wholly within said compression chamber, a compression sleeve with in the cylinder and having ports for communicating with the compression chamber and otherports c'ommunicatin with said exhaust ports, and a piston wor ing in said sleeve. Y Y

6. An internal combustion engine including a cylinder having exhaust ports adjacent the crank case, and a semi-spherical fuel supply dome detachably fitted to the other end, said dome having an interior wall dividing the same into fuel receiving and compression chambers and provided with a valve 7. An internal combustion engine includ-' inga cylinder having exhaust ports, a semispher cal fuel supply dome mounted on the upper end of the cylinder acket and having an interior partition dividingthe same into a relatively small fuel receiving chamber and a relatively capacious fuel compression chamber and provided 'with a valve opening, a spider fitted to the partition, a valve having a. stem extending into the compression chamber and guided in said spider, a spring confined between the spider and the valve for maintaining the same normally seated, a compression sleeve having intake and exhaust ports for respectively communicating with the compression chamber and cylinder exhaust port, and a piston working in-said sleeve.

8. An internal combustion engine including a ported cylinder, a fuel supply dome having an interior wall dividing the same into a fuel receiving chamber and a compression chamber and provided with a valve opening, a spider fitted to said wall. a alve having a hollow stem formed with resilient clutch fingers at the end thereof and slidably guided in said spider, a spring confined between the spider and the valve. a ported compression sleeve slidable in the cylinder, and a spindle carried by the head of the sleeve and frictionally engaged by said clutch fingers.

9. An internal combustion engine including a cylinder, a fuel dome fitted to the cylinder and provided with a compression chamber, a fuel valve in the dome, acompression sleeve working within the cylinder, and means carried by the said sleeve for positively actuating said valve.

10. An internal combustion engine including a. cylinder, a fuel supply dome fitted thereto and having a partition wall dividing the same into separate receiving and compression chambers, and also having a valve seat, avalve guide fitted to said wall, a. valve including a head portion provided with a closed socket extending to one side thereof and projecting into the fuel receiving chamber while the other side carries a hollow stem split at its free endto provide a plurality of yielding clutch fingers, a spring confined'between the guide and the head of the valve, 3. slidable compression sleeve, a nd means carried by the latter and engaged by the valve stem.-

11. An internal combustion engine including a fuel initial compression chamber, a spark plug receiving socket in valved communication therewith whereby a priming charge is delivered to said'socket, and an explosion chamber arranged to be brought into communication with said socket.

12. An internal combustion engine including a fuel initial compression chamber and a spark lug receivi'ngsocket connected by a passageway, a spark plug in said socket, and a valve located in the passage and opened on the initial compression stroke of the piston to admit a priming charge to said plug.

13. ,An internal combustion engine including a cylinder having a fuelsupplydome including a compression chamber, radially disposed spark plug receiving sockets openin into enlarged sparking pockets in. the cylinder bore, a reciprocating compression sleeve within the cylinder having its intermediate portion adapted to cover the pockets, and means for automatically supplying a priming charge from the compression chamber to the sparking pockets.

14. An internal combustion engine including a cylinder having an exhaust port, a fuel supply dome fitted thereto .and formed with fuel receiving and compression chambers in valved communi'ation. a compression sleeve adapted to reciprocate within the cylinder, radially disposed spark plug openings formed in the cylinder wall be tween the exhaust port and dome and opening into enlarged sparking pockets at their inner ends. a passageway in the cylinder wall between said pocket and compression chamber,'a spring seated valve in said passage 'ay adapted to be operated on the compression stroke of the sleeve, and a piston working in said sleeve. p

15. An internal combustion engine including a cylinder, a fuel dome fitted to the cylinder, a fuel. alve in the dome, a sleeve working in the cylinder, and means carried by the sleeve for making a frictional telescoping connection with the stem of said valve to assist in unseating the same on the compression stroke of the sleeve.

16. An internal combustion engine including a cylinder, :1 fuel dome fitted to the cylinder, a. fuel valve in the dome, a sleeve working in the cylinder and means carried by the sleeve for loosely engaging said fuel alve to assist in unseating the same on the compression stroke of said sleeve.

In testimony whereof I have hereunto set my. hand.

JOB HUTCHINSON.

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