US1473124A - High-compression two-cycle engine - Google Patents

Description

Nov. 6 1923. RAE-73,1124

H.RUEHMAN HIGH COMPRESSION TWO-CYCLE ENGINE Filed Sept. 22, 1921 4 Sheets-Sheet 2 6 INVENTORI Henry Rue hman,

Nov. 6 1923.

H. RUEHMAN HIGH COMPRESSTON TWO-CYCLE ENGINE Filed Sept. 22,

4 Sheets-Sheet 3 INVENTORZ Henr Rueh man.

Nov. 6, 1923. 1,473,124

H. RUEHMAN HIGH COMPRESSION TWO-CYCLE ENGINE Filed Sept. 22 1921 4 Sheets-Sheet 4 INVENTORI Henry Ruehmcun,

Patented New. 3, E223.

carts stares HWRY BUEHHAN, DE LOS ANGELEE, @ALIFURNIA.

HIGE-CQMPRESSION TWO-CYGLE ENGINE.

Application filed September 22, 1921. serial ito. 502,505.

To all whom it may concern Be it known that I, HENRY RUEHMAN, a citizen of the United States, residing at Los Angeles, Calif., have invented a certain 116W and useful High Compression Two Cycle Engine, of which the following is a specification.

My invention relates .to internal combustion engines and consists of the novel features herein shown, described and claimed.

My object is to make a high compression two cycle engine.

Fig. lie a perspective of a two cylinder hi h compression engine of two cycles and. em bodying the principles of my invention.

Fig. 2 is an enlarged fragmentary side elevation and showin one cylinder-and the corresponding part the crank case in section, the section being taken on the line 22 of Figs. 1 and 3 and looking in the direction of the arrows.

Fig. 3 is a vertical cross section on the line 33 of Fig. 2, and looking in the direction of the arrows. v

Fig. 4 is an enlarged fragmentary sectional detail of the primary and secondary pistons and taken on the same plane as Fig. 5 is a horizontal cross section on the. line 5-5 of Fig. 3. v

Fig. 6 is a horizontal cross section onthe line 6-6 of Fig. 3.

Fig. 7 is a horizontal cross section on the line 7-7 of Fi 3.

Fig. 8 is a etail partly in section and. partly in elevation of the primary piston frame. r

In Figs. land 2 T have shown a two cylinder engine, but there may be only one cylinder or there may be any number of cylinders, and I have shown the details of and will describe only'one'cylinder.-

The base flange 1 is rectangular in plan,

the supporting Wall 2 extends upwardly from the inner edge of the flange 1 all the way. around, and the cap plate 3' extendshorizontally inwardly from the upper'edgen of the supporting wall. Lower half bearin blocks 4, 5 and 6 are formed integral Wit the cap plate 3. The crank pocket 7 is formed between the bearing blocks 5 and 6. The crank shaft 8 is mounted upon the blocks 4, 5 and 6. The crank 9 upon the crankshaft 8 is between the blocks 5 and 6 andv passes downwardly into-the pocket 7.

There is asimilar pocket and a similar crank 11 and 12 and 12 and 13, there being gaskets between the blocks and the pockets. The piston cylinders 16 and 17 fit upon the upper crank pockets 14 and 15. The connectmg rod 18 is mounted upon the crank 9 and has a wrist pin19 at its upper end, and the rod extends upwardly through the pocket into the cylinder 17. The cylinder 1!? has a cylinder piston bore 20 and a primary piston 21 in the bore.

'.The cylinder heads 22 and 23 are fixed upon the c linders 16 and 17 An intake port 2% is ormed in the head 23 and the intake manifold 25 communicates with the port 24. Any good carburetor ma be oonnected to the intake manifold. 'llhe spark plug 26 is tapped through the head 23 into the explosion chamber 27. Exhaust ports 28 lead through the cylinder Wall at the lower end of the explosion chamber 27 when the primary piston 21 is at the lower end of its stroke, and the exhaust manifold 29 leads from the ports 28. The cylinder and head are cored for a water jacket. An air port rib 30 is formed upon the side of the cylinder 17 and a valve casing 31 is formed at the upper end of the rib 30. An air port 32 leads from the crank case chamber 33 through the rib 30 and casing 31 to the upper ended the explosion chamber 27 and an inlet check valve 34 controls the passage, so that the down stroke of the primary piston 21 forces air past the valve 34 to the explosion chamber 27' to scavenge the chamber when the ports 28 are-open. The valve 34 closes to hold the compression and explosion. Hand holes 35 and 36 are formed in the pocket 15, a cover 37 closes the hand hole 35 and a cover 38 closes the hand hole 36. An intake check valve 39 is mounted in the cover 38 so as to admit air to the chember-33 when the primary piston 21 goes up, the crank case and iston forming a ump for scavenging an filling the exp osion chamber with air. a

A fuel port rib-.40 is formed on theside, of the cylinder. 17, a valve casing 41 is formed in the. head 23, anintake valve 42 is mounted in the casing 41, a fuel port 43 leads from the lower part of the bore 20 through the rib 40 past the valve 42 to the explosion chamber 27, there being a check valve 44 in the port 43. The valve 42 is closed by a spring 45, and opened by a lever 46 connected to a push rod 47, and the push rod is connected to a dog 48 operated by a cam 49 mounted upon the crank shaft 8, so that the valve 42 is opened at the proper time to admit fuel to the explosion chamber 27.

Referring to Fig. 8, the primary piston 21 has a main frame 50 which is a cylindrical shell having a 'finished outer face 51 to fit the bore 20 and piston ring rooves 52 at its upper end, a finished inner Tace 53 forming the secondary piston chamber 54 and having full size screw threads 55 at its lower end and reduced screw threads 56 at its upper end. An internal annular groove 57 is cut in the face 53 about one-third of the way down from the upper end and ports 58 extend downwardly from the groove. A port 59 is formed through the shell 50 near its lower end to register with the lower end of the passage 43.

The secondar piston stem 60 is screwed. up into the hea 23 at the axial center of the explosion chamber 27 and has a central bore 61 communicating with the intake port 24. A secondary head 62 is screwed into the threads 56 andslides upon the stem 60. The secondary piston 63 is mounted upon the lower end of the stem 60 below the head 62 in the secondary piston chamber 54. The head 64 is screwed into the threads 55 and closes the lower end of the chamber 54 and has iston rings 65 fitting the bore 20 and carries the wrist pin 19.

The head 62 has internal piston rings 66 and 67 fitting the stem 60, a dividing plate 68 fitting between the rings, and a retainer 69 screwed into the head 62 to hold the rings 66 and 67 and plate 68 in place, so as to make a piston joint between the stem 60 and the head 62.

The details of the secondary piston 63 are as follows:

The shell 70 fits in the chamber 54 and has piston rings 71 and forms a compression chamber 72. The head 73 is formed integral with the shell 70. Ports 74 are formed through the head 72 to connect the portion 54 of the chamber 54 to the chamber 7 2. An annular recess 75 is formed in the head 73 and a bevelled face 76 is formed at the lower outer side of the recess 75. A corresponding bevelled face 77 is formed upon the lower endof the stem 60. Thehead 73 is screwed upon the stem 60 and the faces 76 and 77 form an annular valve seat 78. The extension stem 79 is screwed into the lower end of the stem 60. Ports 80 are formed through the extension stem 79 and through the stem 60 to connect the bore 61 to the recess 75. The annular valve 81 fits the valve seat 78. The collar 82 is formed integral with the valve 81 and slides upon the stem 79. The sprin 83 fits against the valve 81. Ports 84 are ormed through the shell 70 to communicate with the groove 57 and ports 58. A head 85 is screwed into the lower end of the shell 70 and forms a close joint with the stem 79 so as to close the chamber 72 and so as to support the spring 83. The extension stem 79 has a central opening 86 connecting with the bore 61, and the lower end of the openin 86 is finished to form a valve seat 87. A caring 88 is mounted in the opening 86, there being passages past the bearing. The valve stem 89 is slidingly mounted in the bearing 88 and have a valve 90 upon its lower end to fit the valve seat 87. A spring 91 rests upon the bearing 88 a spring seat 92 fits upon the valve stem 91 against the spring and is held in place by a pin 93, so that the tension of the spring 91 is exerted to hold the valve 90 closed.

The circulation for the water jacket 94 may be connected to openings 95 and 96, shown on the elevation in Fig. 2, there being similar openings, not shown, in the other cylinder.

To hold the air in the crank cast A-shaped ribs 97 and 98 are formed upon the crank shaft 8 and correspondin V-grooves are formed in the bearing bushings 99 to fit the ribs, so as to keep the air from blowing the oil out of the bearing.

The carburetor 100 is connected to the manifold 25.

The ports 84 are in staggered relation to the ports 58 so that the ports 84 will not discharge until the ports 84 register with the groove 57, and then the compressed fuel will pass through the ports 84, through the groove 57 and through the ports 58 and be discharged into the portion 54'.

The operation is as follows: Assuming that the primary piston 21 is at the upper end of the bore 20, as in Fig. 2. Then the secondary piston 63 is at the bottom of the chamber 54. This is the beginning of the explosion cycle. The primary piston 21 moves by the action of the crank shaft 8 or drives the crank shaft, and the secondary piston 63 is held stationary by the stem 60. When the crank shaft 8 turns half over by an explosion, as in Fig. 3, the exhaust passes through the ports 28 and near the end of the exhaust, the valve 34 is opened and fresh air is forced into the top of the explosion chamber 27 and towards the ports 28 thereby scavenging the explosion chamber and eliminating all fire. Then the valve 34 closes. At the down stroke of the primary piston 21 the portion 54' of the chamber 54 below the secondary piston 63 enlarges and causes a suction which opens the valve 90 and draws fuel from the carburetor 100. The previous upstroke of the primary piston 21 enlarged the portion 54 of the chamber'54 above the secondary piston and caused a suction of fuel throiwh the ports 80, the recess 75, the chamber 22, and the ports 74 to the portion 54. Immediately before the prima piston has reached the end of its. down stro e, as in Fig. 3, the fuel in the portion 54. has been compressed into the chamber 72 and the portion 54 is full of fuel at atmospheric pressure. Then the ports 84 register with the groove '57 and ports 58 and the compressed fuel isjdischarged from the chamber 72into the portion 54 thus in creasing the combined fuel pressure to at least two atmospheres. Then on the compression-cycle the. primary piston moves upwardly from the position shown in Fig. 3 to the position shown in Fig.2, and the fuel is compressed and forced through the ports 59 and 43 ast the valves 44 and 42 to the explosion c amber 27 where the fuel mixes ment of the primary piston.

pressed fuel between the valves 44 and 42 forcing fuel to the explosion chamber and with the air, thus making about three atmospheres to be compressed in the explosion chamber by the continuous upward move- The comrcmains in the passage 43 from one explosion to the next, and the valves, make a close cutoff at each end. The clearance at the ends of the chamber 54 may be reduced to almost nothing and practically the only lost motion in compression is in the chamber 72 and this is comparatively small.

Assuming that the engine is running and the primary piston approaching the end of the explosion cycle, the air is compressed in the crank case, the exhaust is about to take place, the fuel in the secondary piston is compressed, the intake chamber of the primary piston, the portion 54, is filled to atmospheric pressure, and continued operation exhausts the explosion chamber, discharges air from the crank case int-o the explosion chamber, discharges fuel from the secondary piston to the primary piston thus raising the pressure to about two atmospheres, the exhaust closes with the explosion chamber filled with air at atmospheric pres sure, and the compression cycle continues mixing it with the air and compressing the three atmospheres into one charge, thus producing a very high compression. Scavengin with air eliminates the liability of pro-ignition and trapping the air makes it practlcal to take rich gas from the carburetor. All leakage of fuel past the piston rings will go to the crank case and mix with the,

scavenging air and will not be lost. The

pressure stored up between the two fuel valves 44 and 42 will be added to the. next charge.

The tube forming the stem of the secfore the compression cycle starts, and there is at this time one atmosphere in the explosion chamber and this is immediately followed by the discharge of the'two atmospheres, thus making a pressure of three atmospheres before the compression starts and to be compressed. At the end of the air intake stage the pressure of fuel between the two valves 44 and 42 is released thus raising the pressure in the explosion chamber above atmosphere before the compression starts.

Thus I have produced an internal combustion engine which intakes fuel during the explosion cycle, intakes fuel during the compression cycle, a-nd intake-s air during the compression cycle, the three intakes being discharged into the explosion chamber and compressed into one charge.

I claim:

1. An engine having a crank case, an explosion chamber, a primary piston in the explosion chamber, a secondary piston in the primary piston, a tubular stem holding the secondary piston stationary, a carburetor in communication with the tubular stem, and means whereby an intake of fuel is sucked through the tubular stem during the explosion stroke. and forced into the explosion chamber during the compression stroke.

2. An engine having a crank case, an explosion chamber, a primary piston in the explosion chamber, a secondary piston in the primary piston, a tubular stem holding the secondary piston stationary, a carburetorin communication with the tubular stem, means whereby anintake of fuel is sucked through. the tubular stem during the explosion stroke, means whereby. an intake of fuel is sucked through the tubular stem during the compression stroke and the two fuel intakes forced into the explosion chamber durin the compression stroke.

v3. 11 engine having acrank case, an explosion chamber, a primary piston in the explosion chamber, a secondary piston in the primary piston, a tubular steam holding the secondary iston stationary, a carburetor in communication with the tubular stem, means whereby an intake of fuel is sucked through the tubular stem during the explosion stroke, means whereby a second intake of fuel is sucked through the tubular stem during the compression stroke, and means whereby an intake of air is sucked through the crank case and discharged into the explosion chamber at the end of the explosion stroke and the two fuel intakes discharged into the explosion chamber during the compression stroke.

4. An engine having a carburetor, an ex plosion chamber, a primary piston, a secondarv piston in the primary piston, a central tube holding the secondary piston stationary. said tube extending through the explosion chamber and communicating with said carburetor. so that the tube will be heated and so that the fuel must pass through the hot tube.

5. An engine having a primary piston, a secondary piston held stationary in the primary piston by a tubular stem, and means whereby fuel is sucked into the primary pis" ton'through the tubular stem during the explosion cycle and forced into the explosion chamber during the compression cycle.

6. An engine having an explosion chamber, a primary piston, a secondary piston held stationary in the primary piston by a tubular stem, means whereby fuel is sucked through the tubular stem during the explosion stroke. and during the compression stroke and forced into the explosion chamher during the compression stroke.

7. An engine having a crank case, an explosion chamber, a primary piston, a secondary piston held stationary in the primary piston by a tubular stem, means whereby fuel is sucked through the tubular stem during the explosion stroke and during the compression stroke, and forced into the explosion chamber during the compression stroke, and means whereby air is sucked into the crank case and forced into the explosion chamber to mix with the fuel, thereby producing a high initial pressure.

8. An engine having a primary piston and a secondary piston in the primary piston held stationary while the primary piston moves, there being a chamber in the secondary piston, port'sthrough the wall of the secondary piston from the chamber, a groove in the inner face of the primary piston wall, ports in the inner face of the primary piston wall extending from the groove in staggored relation to the first named ports.

9. An engine having a. cylinder head, a primary piston, a secondary piston in the primary piston, a tube connecting the secondary piston to the cylinder head and forming a passage leading through the secondary piston, an annular valve seat around the tube, there being ports through the tube leading to the valve seat, and an annular valve for the valve seat.

10. An engine having a piston cylinder with a piston bore, a cylinder head at one end of the bore and having a fuel passage, a carburetor connected to the head and communicating with the fuel passage, a primary piston in the bore and forming an explosion chamber between the piston and head, said primary piston having a chamber, a secondary piston in the primary piston chamber,

- a tubular stem connecting the secondary piston to the head and forming a continuation of the fuel passage from the carburetor, means whereby a fuel intake volume is sucked into the lower end of the primary piston chamber by the explosion cycle, means whereby a second fuel intake volume is sucked into the upper end of the primary piston chamber by the compression cycle, means whereby the second fuel intake volume is forced into the chamber with the first fuel intake volume, and means for forcing the two fuel intake volumes into the explosion chamber. 7

11. An engine having a piston cylinder with a piston bore, a cylinder head at one end of the bore and having a fuel passagc,.a carburetor connected to the head and communicating with the fuel passage, a primary piston in the bore and forming an explosion chamber between the piston and head, said primary piston having a chamber, a secondary piston in the primary piston chamber, a tubular stem connecting the Secondary piston to the head and forming a continuation of the fuel passage from the carburetor, means whereby a fuel intake volume is sucked into the upper end of the primary piston chamber by the compression cycle and held and compressed by the explosion cycle, means whereby a second fuel intake volume is sucked into the lower end of the primary piston chamber by the explosion cycle, means whereby the compressed first fuel intake volume is released into the second fuel intake volume thereby raising the compression of the two fuel intake volumes, and means for forcing the compressed fuel into the explosion chamber by the compression cycle.

12. An engine having a cylinder with a bore, a cylinder head at one end of the bore, a crank case chamber at the other end of the bore, and a crank shaft with a crank in the crank case chamber, a primary piston in the bore, said primary piston having a secondary chamber, a secondary piston in the secondary chamber, and a tubular stem connecting the secondary piston to said cylinder head.

13. An engine having a cylinder with a bore forming a combustion chamber, a cylinder head at one end of the bore, a primary piston in the piston bore, said primary piston having a secondary piston chamber and a secondary head for the secondary piston chamber, a tubular stem connecting the secondary piston through the secondary head and through the combustion chamber to the first head.

14. An engine having a cylinder with a bore, said bore forming a combustion chamher, a head for the cylinder, a primary piston in the bore, the combustion chamber being between the head and the primary piston, a secondary piston in the primary piston, a tubular stem connecting the secondary piston through the combustion chamber to the head, a carburetor in communication with the tubular stem, means whereby a double acting pump action is produced when the primary piston goes up and down, thus drawing fuel through the carburetor and then through the tubular stem which is heated by the combustion chamber and serves as a vaporizer, and means for discharging the fuel into the combustion chamber.

15. An engine having a cylinder with a bore forming a combustion chamber, a cylinder head at one end of the bore, a crank case chamber at the other end of the bore, an air intake valve for the crank case chamher, a passage leading from the crank case chamber to the opposite end of the piston bore; an intake valve for the passage; a crank in the crank case chamber; a primary piston in the piston bore connected to the crank and having a secondary piston bore and a primary piston head; a secondary piston in the secondary piston bore forming compression chambers on each side of the secondary piston; a tubular stem connecting the secondary piston through the primary piston head to the cylinder head; an intake port through the cylinder head, means whereby a carburetor may be connected to the intake port, means for drawing fuel through the tubular stem to the secondary piston chambers and passing the fuel to the combustion chamber, and an exhaust port leading from the lower end of the combustion chamber.

16. An engine having a cylinder with a bore forming a combustion chamber, a cylinder head at one end of the bore, a crank case chamber at the other end of the bore, a primary piston in the piston bore, said primary piston having a secondary piston bore and a primary piston head, a secondary piston in the secondary piston bore forming first and second intake and compression chambers, there being ports and valves in the secondary piston leading to the first intake and compression chamber, ports and valves leading to the second intake and compression chamber'from the first intake and compression chamber, a tubular stem connecting the secondary piston through the primary piston head to the cylinder head and communicating with the first ports and communicating through a port and valve with the second intake and compression chamber, an intake port through the -cylin-' der head and means whereby a carburetor may be connected to said intake port.

In testimony whereof I have signed my name to this specification.

HENRY RUEHMAN.

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