US1678221A - Internal-combustion engine - Google Patents

Description

'July 24, 1928. 1,678,221

J. B. HIRD, JR

INTERNAL COMBUSTION ENGINE Filed Sept. 5, 1924 2 Sheets-Sheet 1 NVENTOR Jul 24, 1928.

J. B. HIRD, JR

INTERNAL COMBUSTION ENGINE Filed Sept. 5. 1924 2 Sheets-Sheet 2 INVENTOR Jab/26f fl/raJi'. ATTORNEY Patented July 24, 1928.

UNITE ST ATES P T-EN OFFLC E1.

JOHN B. nm'n', JR, 0F SEATTLE, wnsmnsronfnss renon, Brnmnc'r nnnnnsnn ASSIGNMENTS; To mnn Annnns'on MACHINERY corn CORPORATION.

INTERNAL-COMBUSTION"ENGINE.

This inventionreletes to improvements in two cycle internal combustion engines ofthe type embodying two piston members 'reci'p rocable one within the'other and thevobjects of this invention are to simplifyand cheapen the constructionand increase the efliciency of engines of this nature;

More specificwohjects are to provide an engine having improved means for storing and compressing a ,fuel charge; to provide an improved form of'sleeve piston having an eccentri'cally disposed enlarged portion on the bottom'end which affords an advantageousconnection with a connecting rod, prevents turningof the sleeve piston in the cylinder and makeswit possible to use one connecting-rod only on said sleeve piston; to provide means for independentlylcounterbelencing each the sleeve piston and the usual piston effecting a savingqin weight and producing an'engine' that run's very smoothly; and'to provide efficient lubricating means that will insure thorough and eflicient lubrication of all workingpart's. o

Other, and more specific objects will be apparent from the" following description taken in connection with the accompanying drawings. Y V

In thedrawings,- Figure 1 is a: vertical sectional view of an engine constructed in accordancewith this" invention.

C =Fig. 2 is zt'vertical section of the same subs istantiallv on brokeirllne 22 of'Flg. 1,

parts being showlrin elevation. Q i i Fig. 3 is a fragmentary section'thviewshowing the piston members in 'an opposite position from that in which they are shown in Figs-1 and 2. m t a Fig. 4: is another fragmentary sectional view ilhistratinp, the relation hetw'een the fuel inlet and 'eXhaustports in" opening and closing 1 l Fig. 5 is a view in cross sectionen broken line 5'5 of'Fig. 3 showing the-eccentric member on the lower end of the-sleeve piston.

Referrin to 7 then drawings, throughout which like reference numerals designate like parts, =6 designates-"stew; supporting an upper fr :n'ne 7 whe'reon is mounted nn engine cylinder 8. The cylinder 8 is provided: with the usual weter jecket spaces ldthrough which cooling agent may be circulated by communicating pipes l'l a-nd 12 andf1s fun.

the? nr livided wilth -a!='cyliinder head; cr mp lrmincanonmed September 5; 1924; -Seri'a1 No. 736,005.

13' having a suctionoperatedvvalve 14' normally urged-into a closedposition by a 7 spring 15 for controlling the'adinission of gaszfied fuel from a' carburetor 16. I

Thecylindero8is providedet the bottom end with an enlarged portion 17arranged eccentri cajlly thereto as shown in Figs. 1 and 5; and said'cylinder isadapted for the recep tron of reciprocable tubular piston. 18 herein'after termed a sleeve piston. V The sleeve piston 18 is provided at its bottom end with a larger eccentric" portion 20 th at fits into'endreciprocates within the large bottom portion 17 of the'cylinder 8. A piston ring 22 is'provided neztr the top of the sleeve piston 18 and wnother pistomring 21 is provided near thetop end-of the enl'arge'd part 17 of said sleeve. The sleeve piston 18 isprovided withe piston headi23 which is threed'ed theretoto'make the same adjustable if desired. The interior of the sleeve piston: 18 is 'z tccurately horedwfor the reception of a reciprocable' piston 24 of the nsualtype. p V

' A crank shaft '25 'is 'rotzitahly mounted in bearings 26 and 27 inthebe'se 6 and upper housing 7 and provided with two diemetricallv opposite cri'nks 28 and conrnectedrespectively" by connecting rods 31 and e2 with the sleeve piston 18mm" the otherpiston 241* The eccentricity ofzthe enlarged bottom portion- 1 20 "of sleeve piston "18 "makes it-possible to connect; the 'u'pper endof connecting rod 31 with the interiorof fsaidj enlarged" portion 'EZOi in'steeidfof connecting the: seine to the outside of the sleVepiS- ton as is iisua-lly "done engines "of 1 thi ty e The ecc ntricity of portion20 also prevents rotation; on turning of the 'sleeve piston in the-c linder and: nsures possible theuse of a: single connecting rod for the sleeve' piston" instead 'of re niringvt-wo opposite'ly disposed connecting rods to lialnnoe fliesidethr st"es ereeommonly required in ehgines o f this'type. This form ofeennee tion' obviates themece s ity or allowing the s1eeve+piston to project at an times below the end of the cylinder in which it reciprosettes and makes possible a shortening of osition to permit gasified fuel to enter said sleeve piston. Another port is provided in the wall of sleeve piston 18 near theupper end and is arranged to register with a spark plug 36 when the sleeve piston '18 reaches substantially it's lowermost position as shown in Fig. 3 so that thecompressed fuel charge may be fired by the spark plug. Exhaust ports 37 are provided in the walls of the sleeve piston 18 toward the lower end thereof and are adapted to lap over and register with exhaust ports 88 in the walls of cylinder 8 when the sleeve piston is at, or near, the upper limit of its stroke.

Gasified fuel for combustion purposes is drawn past valve 14 into the space above the sleeve piston 18 thence passes through ports 40 into'passageway 41 which communicates with chamber 42 and with the upper .endlof the enlarged lower end 17 of thecylinder. The sidewalls of chamber 42 are formed of a rectangular frame 43 supported on stud bolts 44 and having a cover plate 45. The required size of chamber 42 may be obtained by varying the depth of frame 43. This may be done by substituting'for one frame awframe of another size or by planing down a frame 43 as the tests of an engine are made until the proper adjustment of chamber 42 is obtained.

An oil pump 46 is provided within the lowermost portion of the crankcase 6 and is arranged to be driven by skew gears 47 to provide forced lubrication for the various working parts. Oil from pump 46 is forced upwardly through passageway 48, Fig. 2, thencethrough pipes 52 and 58 to bearings 27 and 26 respectively, thence through bores 54 and 55 to the connecting rod hearings on cranks 30 and 28, thence through bores or conduits 56' and 57 in connecting rods 32 and 81 to the wrist pin bearings in piston 24 and enlarged sleeve portion 20. "A ver-' tical pipe 58" connected with conduit pipe 52,

enters cylinder 8 at a point just below, the lowermost limit ofthe movement of piston ring 22 on sleeve 18 and-supplies lubricant for the sleeve pistons A shallow spiral groove 59in the sleeve piston insures the proper downward feed of theoil thus sup plied. I 7

A check valve 49 resiliently and-adjustably supported by a spring 50 is arranged to be opened by excess oil pressure to permit an overflow through port 51 in case more oil than is necessary is supplied by-pump 46.

The usual' fly wheel. 60 is provided on crank shaft 25. r r r i A counterweight'61 is provided on'crank shaft "25 at a point diametrically opposite connecting rod bearing of crank 28 to counterbalan'ce as nearly as possible the move ment of the sleeve piston and another counterweight62 is provided on the crank shaft 25 diametrically opposite connecting rod bearingofcrank 30 to similarly counterbalance the movement of piston 24 and rod 32. The counterweights 61 and 62 are shown to be secured to the crank shaft by U bolts 63 but obviously fmayr be integral with said crank shaftor may be otherwise supported thereon.

These counterweights for independently counterbalancing piston 24 and sleeve 18 are important features which permit the use of a lighter fly wheel and the use of a lighter frame structure for the engine; make the engine run more smoothly and generally'increase the efiiciency and reduce the'vibration ofthe same.

In operation when the sleeve piston 18 is in the uppermost position and the piston 24 is in the lowermost position the inlet and exhaust ports will both be wide open and ga-siiied fuel underpressure will be rushing into the sleeve piston and driving out the exhaust gases. 'As the sleeve piston 18 begins to move down and the inner piston 24 begins to move up the inlet port 34 will first be closed as shown in Fig; 3 and the exhaust will continue until the piston 24 laps and closes the port 37, whereupon compression of the fuel gases will beginand will con"- tinue until the pistons 16 and 24 reach the other extreme positionshown in Fig. 3 at t which time the port 35 will uncover. the

spark plug 36 and the charge will be fired.

Timing mechanism 65 will beused' to control the delivery of the spark which may be deliveredjust before the point of maximum compression is reached. The gasified fuel, having entered under compression will be highly compressed at the time of the ex plosion' and the sleeve piston 16- and piston 24*will be driven apart with great force causing an upwardpull onthe crank28 and a downward thrust on the crank 32, saidlpull and thrust jointly tending to impart a pow,-

erful torque to thefl crank shaft 25 and at the same time balancing "each other in such a manner as'to tendfto eliminate vibration.

As thetwo pistons, in moving apart, approach their extreme positions the exhaust ports 37 will first be uncovered allowing exhaust to begin and the fuel inlet port 34 will then be uncovered allowing a charge of compressed fuel to rush'in and crowd out the .exhaustgases, the ports being arranged so that exhaust closes justbefore the fresh fuel begins tov pass outof the exhaust ports.

lrVhen the pistons are in the outermost ex- :treme position shown in Figs. 1 and-2 substantially-all of the gasified fuel will be expelled by the enlarged lowerend 20 of the sleeve pistonfrom the chamber-17 and the major portion of the ga'sified fuelwill be expelled from the upper end of the cylinder 8," but the fuel chamber 42 will always contain fuel. As soon as the 'sleevepiston' 18 begins to move downwardly on the com pression stroke a suction will be produced in the upperend of cylinder 8 and in the upper portion of enlarged chamber 17 at the bottom of cylinder 8 thus drawing in more fuel gas through carburetor 16, which fuel gas, thus drawn in, is compressed on the next upward stroke of sleeve piston 18 and admitted to the firing chamber as previously described.

In an engine of this type it is obviously necessary to attach the connecting rod to the sleeve piston at a point or points re moved from the center. This makes it necessary either to balance the torque by providing two oppositely disposed connecting rods, or by providing means for preventing the side thrust of one connecting rod from turning the piston or tending to turn the piston and thereby producing excessive strain in the wrist pin and connecting rod. The eccentric portion 20 of this engine absolutely prevents rotation of the sleeve piston and makes it possible/and practical to use a single rod and to connect the same within the inside of extension 20 thereby eliminat ing parts and bearings and making the en gine shorter and more compact.

The provision of the fuel pump formed by the enlarged chamber 17 and piston section 20 at the bottom of the cylinder is essential to supply enough fuel for the successful op eration of the engine.v

The engine may consist of as many cylinders as desired, only one cylinder being herein shown to illustrate the invention.

Obviously many changes in the invention may be resorted to within the scope and spirit of the following claims.

I claim:

1. In an engine, a cylinder having, at the lower end, an eccentrically arranged chamber of larger diameter and having a fuel passageway connecting the upper end of the cylinder with the upper end of the enlarged eccentric chamber, said cylinder having exhaust ports and having inlet ports that communicate with said fuel passageway, a tubular piston reciprocable in said cylinder .and having an enlarged eccentrically disposed bottom end reciprocable in said enlarged piston chamber, said tubular piston having exhaust and inlet ports arranged to register with the respective exhaust and inlet ports of said cylinder and another pistonrecipro' cable in said tubular piston.

2. In an engine, a cylinder having, at the lower end, an eccentrically arranged chamber of larger diameter and having a fuel passage way connecting theupper end of the cylinder with the upper end of the enlarged eccentric chamber, said cylinder having exhaust ports, and having inlet ports that communicate with said fuel passageway, a tubular piston reciprocable in said cylinder and hav ing an enlarged eccentrically disposed bottom end reciprocable in said enlarged piston chamber, said tubular piston havingexhaust and inlet ports arranged to register with the respective exhaust and inlet ports of said cylinder, another pistonreciprocable in said tubular piston, a crank shaft having passagewey connecting the upper end of the cylinder with the upper end of the enlarged eccentric chamber, said cylinder having ex-- haust ports, and having inlet ports that communicate with said fuel'passageway, means forming a fuel chamber communicating with said fuel passageway, a tubular piston reciprocable in said cylinder and having an enlarged eccentrically disposed bottom end'reciprocable in said enlarged piston chamber, said tubular piston having exhaust and inlet ports arranged to register with the respective exhaust and inlet ports of said cylinder and another piston reciprocable in said tubular piston.

"he foregoing specification signed at Seattle,WVashington, this 13th day of August, 1924.

JOHN B. HIRD, JR.

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