US1730093A - Gas engine - Google Patents

Description

W. RICHLJ Oct. 1, 1929.

EMS 21mm;

Filed Oct. 31. 1927 2 Sheets-Sheet INVENTOR ATTORN EY Oct. 1, 1929. w, cHL 1,730,093

GAS ENGINE 1 Filed Oct. 31. 1927 2 Sheets-Sheet 2 INVENTOR W Richli/ Patented Oct. 1, 192?? WILLIAM RIGI-ILI, OF s'rooxron, "CALIFORNIA GAS ENGINE Application filed October 31,

This invention relates to internal combustion engines and particularly to those of the two cycle type. In engines of this type there is one explosion per cylinder for each revolution of the shaft, and consequently an engine of a given size and number of cylinders will theoretically generate twice as much power as a corresponding four cycle engine. In practice, however, these engines do not develop power to this extent, since much of thepower is lost on account of poor scavenging of the exhaust gas and a mixing of such gases with the fresh incoming fuel charges. Also most of such engines depend on crank case compression for drawing in the fresh charges and the loss of such compression due to loose bearings and pistons reduces the volume of the charges taken into the cylinders.

The principal object of my invention.

0 therefore, is to provide a two cycle engine having a fuel intake mechanism for the cylinders so arranged as to cause the fuel under compression to be delivered into the cylinders without depending on either cylinder or crank case compression; and to cause such fuel as enters the cylinders to positively aid in expelling the exhausted charges. As a result full fuel charges will always be drawn into the cylinders and such charges will remain practically undiluted with any burnt gases. My engine therefore will actually deliver a quantity of power approximately the theoretical maximum. 4

These objects I accomplish by means of such structure and relative arrangement of parts as will fully appear by a perusal of the following specifications and claim:

In the drawings similar characters of reference indicate corresponding parts in the several views Fig. 1 is a top plan View of my improved engine.

Fig. 2 is a transverse section of the engine taken on the line 2-2 of Fig. 1.

Fig. 3 is a longitudinal section of the engine taken on the line 3-3 of Fig. 1.

Referring to the numerals of reference on the drawings, the engine comprises a crank case 1 on which is mounted in longitudinally spaced relation the power cylinders 52 and 2.

1927. Serial NodQZ-Bfifi. f.

The pistons 'a'nad 3 respectivelyof these cylinders have connecting rods 4 working on opposed cranks 5 formed on a crank shaft 6 which is journaled in bearings mounted in the crank case. Exhaust ports 8 from the cylinders are located so as'to be slightly above the tops of the respective pistons when the latter are in their lowermost positions.

Mounted on the crank case and preferably located between the power cylinders is a fuel charge controlling pump comprising a cylinder 9 closed at both ends anda piston lOito reciprocate in said cylinder. This piston is operatively connected 'to'the shaft 6 so as to be reciprocated thereby by suitable means such as a connecting rod 11 working on a crank 12 on the shaft 6. This piston andits reciprocati'ng means are so arranged that the piston is midway of its stroke when the pistons3 and 3 are at the opposite ends of their strokes as shown in Fig. 3, A passage'13 leads from the top of the cylinder}? to the top of the cylinder 2and anotherpassage 14 leads from the bottom of the cylinder'9 to the-top of the cylinder 2%, At the cylinder ends of thepassages 13 and 1d are valves 15 and 16 respectively which are normally closed and are opened by rocking arm and push rod arrange: ments of common formr as indicated at 17 which push rods are actuated by individual cams 18 mounted on the crank shaft 6. These cams are disposed so thatthe .valves open at the bottom of the piston stroke and close when the pistons have moved approximately onehalf their compression strokes..

Attached to the pump cylinder and preferably disposed to one side of the same is a cylindrical manifold 19, closed at both ends and having a port 20 in one side intermediate its ends adapted for communication with a carburetor which is preferably connected direct to said manifold. A double piston valve 21 is slideable in the manifold and is adapted to alternately provide communication between the port20 and ports 22 and 23, leading to the top and bottom respectively of the pumpcylinder 9. The'valve 21 is held at the bottom of its stroke by a spring 24 applied to the valve stem 25, at which position of thea e e PQrtsiZO n a e in co munic stroke by means of a rocking arm 26, moved by a cam 27 on the crank shaft. In this position of the valve the ports 20 and 22 are in communication. Cam 27 is so arranged that the valve is in the first named position when the piston 10 is moving up, and is in the last named position when the piston 10 is moving down.

Each cylinder has a spark plug 28 whose operation is controlled by a timing mecha-' nism of the customary character and which forms no part of my invention.

With the parts of the engine positioned as shown in Fig. 3, the piston 3 of the cylinder 2 is at the beginning of its firing stroke and the piston 3 of the cylinder 2 is at the end of its firing stroke; this movement of said piston uncovering the corresponding port 8 allowing the exhaust gases to escape. The piston 10 at this time is half way on the up stroke, the valve 15 is open, and the piston valve 21 is at the bottom of its stroke so that the port 22 is shut off from communication with the port 20. This upward movement of the piston 10 causes a charge of fuel already taken into the cylinder 9 during the movement of the piston in the opposite direction to be compressed and is forced into the cylinder 2 through the passage 13. This inflow of the fresh charge starts when the port 8 of the cylinder 2 is still open, causing any burnt gases still in said cylinder to be forced out. By the time the piston 10 is at the top of its stroke the piston 3 is half way up. The valve 15 then closes and the further upward movement of the piston 3 completes the compression of the fresh charge, ready for the subsequent firing stroke.

By the time the piston 10 starts on its down stroke the position of the piston valve 21 has been reversed and the upper passage 22 is now in communication with the carburetor, causing the fuel charge to be sucked into the upper portion of the pump cylinder. For the first half of the down stroke of the piston 10, the charge already in the lower portion of the cylinder from the previous stroke is being compressed, until the valve 16 of the passage 14 opens with the arrival of the piston 3 of said cylinder at the bottom of its stroke. The fresh fuel charge then flows into the cylinder 2 just as described in connection with the cylinder 2. 1

Owing to theuse of the pump cylinder and associated parts, it will be seen that the fuel charge is drawn in and initially compressed without depending in any way upon crank or cylinder case compression. The pump piston and the manifold valvesmay have a very close fit in the respective cylinders thereby minimizing the likelihood of leakage and loss of compression since these parts are not subjected to any great heat.

From the foregoing description it will be readily seen that I have produced such a device as substantially fulfills the objects of the invention as set forth herein.

While this specification sets forth in detai the present and preferred construction of the device, still in practice such deviations from such detail may be resorted to as do not form a departure from the spirit of the invention, as defined by the appended claim.

I-Iavingthus described my invention what I claim as new and useful and desire to secure by Letters Patent is:

In a two-cycle gas engine having a pair of power cylinders, a pump cylinder communicating at top and bottom with the tops of the power cylinders, a piston in said pump cylinder, and means for reciprocating said piston; an intake manifold having separate passages leading to the top and bottom of the pump cylinder and an intermediate port adapted for direct communication with a car bureter, a valve in the manifold movable to place the port in alternate communication with the passages, and means for moving the valve in conjunction with the reciprocation of the piston to hold the valve at either posi-, tion during substantially a full stroke of the piston in a direction away from the passage then in communication with the port.

In testimony whereof I afiiX my signature.

WILLIAM RICI-ILI.

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