US1232265A - Engine. - Google Patents

Description

C. FISHER.

ENGINE.

APPLICATION FILED JULY 30.19I2.

Patented July 3, 1917.

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ENGINE.

APPLICATION FILED JULY 30. 1912.

1,232,265. Pmnted July 3, 1917.

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C. FISHER.

ENGINE.

APPLICATION FILED JULY 30. HHZ.

Patented July 3, 1917.

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C. FISHER.

ENGINE.

APPLICATION FILED JULY 30,1912.

Patented July 3, 1917.

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I l I I I I l 4 l I r l I l I! E1) STATES PATEN CHARLES FISHER, OF CHICAGO, ILLINOIS.

ENGINE.

Patented July 3, 191 7.

Application filed July 30, 1912. Serial No. 712,325.

To (ZZZ whom it may concern Be it known that I, CHARLES FISHER, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a new and useful Improvement in Engines, of which the following is a specification.

My invention relates to internal combustion. engines of the two-cycle type.

My primary object is to provide an improved engine of the two-cycle type having a new mode of operation and an improved construction and arrangement of valve mechanism, whereby the valve will operate with smoothness and precision, the operation of the engine will be improved, and its durability and longevity increased.

The invention is, for purposes of illustration, shown in the accompanying drawings as embodied in a. four-cylinder, twocycle engine having its cylinders alined and arranged in parallel relation.

In the drawings Figure 1 represents a vertical section of an engine embodying my invention, the section being taken as indicated at line 1 on Fig. 2; Fig. 2, a'horizontal section taken as indicated at line 9. on Fig. 1; Fig. 3, a

broken, longitudinal vertical section of the engine showing also the compressor which serves to dellver the gaseous mixture under pressure to the tubular rotary admission valve of the engine; Figs. t and 4, broken.

sectional views taken as indicated at the corresponding lines on Fig. 2, and showing the admission and exhaust valve ports at the second cylinder; Figs. 5 and 5, broken sections taken as indicated at the corresponding lines on Fig. '2, and showing the valve-ports at the third cylinder; Figs. 6

and 6, sections taken as indicated at the corresponding lines on Flg. 2, and showlng the valve ports at the fourth cylinder; Fig.7,

a broken horizontal sectional view through the admission end of the tubular admission valve; Fig. 8, a sectional View of the compressor, this view showing diagrammatl- A, A A A arranged in parallel rela tion; pistons B (one shown) in said cylinders; tubular rotary admission and exhaust valves C, C, respectively, flanking the up per ends of the cylinders; a crank-shaft D connected to the pistons by connecting-rods D; and a crank-case E which forms the base of the machine and is surmounted by the cylinders.

The cylinders may be cast en bloc, or separately, as desired. Preferably, they are cast together, as illustrated, and the upper portion of the crank-case is cast integral with the lower portion of the cylinders. At the end of the engine wherethe first cylinder A is located is provided a gear-case 1, the body of which is preferably cast integral with the cylinders and equipped with a removable front plate 2.

The rotary valves C and C are mounted in cylindrical valve chambers or bearings 8, which flank the upper portions of the cylinders. Each cylinder has at its-upper end a chamber 1 adapted to contain the compressed gaseous charge preparatory to firing. This chamber communicates with the valve chambers through an admission port 5 and an exhaust port 6. The admission ports are further guarded by a series of manuallyoperated valves 7 which are adapted to be manually actuated by eccentrics 8, mounted on a shaft 9, which may be rocked or rotated through the medium of a pinion or other actuating means 10. Each valve 7 comprises a vertical slide which extends across the port 5 and is provided with perforations 11. The valves 7 are adapted to serve as throttle valves interposed between the automatically operating admission valve C and the cylinders. Each valve 7 is connected with its eccentric 8 by a connecting-rod 12, provided with means 13 for adjusting its length, thus providing for initial individual adjustment of the throttle valves. Each chamber 4 is equipped with an ignition device I l.

The rotary valves C and C are closed at one end, as indicated at 15, and projecting into the gear chamber 1, where they are equipped with gears 16. l/Vith the gears 16 meshes an intermediate gear 17, which is mounted on a trunnion 17*, some distance below the gears 16. Gear 17 meshes with a gear 18 with which the crank-shaft D is equipped. The gears are of equal size, so that the valves C and C rotate at the same rate of speed as the crank-shaft.

The front plate 2 of the gear-casing is equipped with set-screws 19 which bear against the outer portions of the gears 16 thereto.

at the axes thereof. Said gears 16 are equipped with hubs 20 which bear against washers 21, confined between the hubs and bearings 22, with which the inner wall is equipped.

The admission valve C is provided with a series of admission ports 23*, 23 23, 23 (see Figs. 1 and 4 to G, inclusive) and the exhaust valve C is equipped with a series of exhaust ports 2%, 2% 24 and 24 The admission ports just enumerated are angularly disposed with relation to each other, being placed ninety degrees apart, and are located in the planes of the admission ports 5 of the several cylinders, so that the admission ports of the admission valve will come successively into registration with the ports 5 of the several cylinders. The exhaust ports just enumerated are angularly disposed with relation to each other, being separated by ninety degree angles. Said exhaust ports are located in the planes of the exhaust ports 6 of the several cylinders, so that the ports of the exhaust valve will come successively into registration with the exhaust ports of theseveral cylinders. It will be noted that the admission and exhaust valves will rotate in the same direction. The exhaust port 24?, for illustration, is somewhat in advance of the admission port 23*, so that the exhaust port closes be fore the admission port opens. This is true of the other cylinders also.

It is to be understood that any suitable means readily accessible to the operator of the machine will be provided to control the throttle valves 7 through the medium of the shaft 9. Such means is not shown in the drawings, except that the pinion or segment 10 may form a part of such means.

The gaseous mixture, under pressure, is delivered from a compressor F through a pipe 25 which is connected at the rear end of the valve C by means which permits rotation of the valve with relation to the pipe. In Fig. 7, the rear end of the valve C is shown fitted with a reduced tubular extension 26, equipped at its free extremity with a stuffing-box 27 which receives the end of the pipe 25, the connection being such as to permit rotation of the valve. The extension 26 is equipped with an eccentric 28 which serves to operate the piston 29 of the compressor. The compressor receives its supply through pipes 30 which connect through a pipe 31 with a carbureter or other atomizing device 32. The compressor is provided with discharge pipes 83 which communicate with the pipe 25, as shown in Fig. 3, and as diagrammatically illustrated in Fig. 7. Inasmuch as the compressor runs continuously, it is desirable to provide against excess of pressure accumulating in the rotary valve C and the pipes leading Hence, the piston 29 of the compressor is provided with relief or pressure valves 34, backed by springs 35, which are adjustable by means of nuts 36, having perforations therethrough. The valves 3% seat in opposite directions. The springs 35 may be adjusted to withstand a pressure of, say, eighty pounds, or any other desired pressure; and when the pressure exceeds this amount, one of the valves 34 will open to relieve the pressure, depending upon the direction of movement of the piston 29.

In the position of the parts shown in Fig. l, the piston B is at the upper end of its stroke and ready to descend, while the admission port 23 is beginning to come into registration with the admission port 5. The port 23 will move practically into full registration with the port 5 before the piston descends to any appreciable extent, owing to the fact that the crank is traversing the upper portion of its circle. It will be noted that the port 24 has been closed preparatory to admitting a charge to the chamber 4, the closing having been effected after the expulsion of the burnt gases and while the piston was practically halted at the upper end of its traverse. When the port 23 moves into registration with the port 5, the compressed gaseous mixture in the tubular valve 0 instantly fills the chamber at, after which the port 23 moves out of registration with the port 5, whereupon the charge is ignited, and the piston descends. While the piston is at the lower end of its travel, the port 24 comes again into registration with the discharge port 6; and as the piston moves upwardly, the products of combustion are expelled through the valve C and exhaust pipe 37 (see Fig. 2) with which the rear end of the valve C is connected through the medium of a union 38, which permits rotation of the valve with relation to the pipe 37.

When the machine is running at slow speed, or doing little work, the throttle valves 7 may be moved to throttle the ad ission ports 5. i

It may be added that in practice the gear chamber 1 will be kept filled with grease or hard oil, thus enhancing the noiseless operation of the engine and providing against wear of the gears. Some of the lubricant will serve to lubricate the rotary valves, and will also aid in preventing gas from passing into the gear chamber. Through the medium of the set-screws 19, a close joint may be 'maintained at the bearings 22.

It will be understood from the foregoing description that an engine constructed in accordance with my invention is comparatively noiseless in operation, possesses great durability, and is little liable to get out of order, also, it will be understood that the valves will always operate with smoothness and precision; that adequate admission and exhaust ports will be maintained at the times when needed; and that at times when pressure is being exerted in the cylinder, the exhaust valve will be efiectively closed; also that during the working stroke and the exhausting operation, the admission valve will be adequately closed, it being noted that substantial bearing surfaces between the rotary valves and the surrounding walls of the valve-casings will be provided at times when the pressure is great, so that leakage past the valves will be obviated.

In the modification shown in Fig. 9, the admission valve U is employed in lieu of the valve C, and the valve-seat, or sleeve, 3 is enlarged at its center, as indicated at 02, and connected with theadmission pipe 03'. The valve C is provided with admissionports :0 which register with the annular passage which the enlargement 0a affords. A similar expedient may be employed at the exhaust valve, if desired, to enable the gases to be discharged from said valve. 4

.t may be added that any suitable compressor, capable of supplying gaseous mixture under high pressure to the inlet valve, may be employed. Such compressor must, of course, be of ample capacity to supply the necessary compressed gas to the several cylinders. By employing an independent compressor, that is avoiding the use of the engine pistons proper for compression purposes, I am enabled to gain the desired end of having always ready for admission and use an abundant supply of highly compressed gaseous mixture, which requires no further compression before firing. Uniformity of pressure, precision and balance in operation, high power and uniformity of torque are attained, therefore. The compressor may be disposed, arranged and actuated in any desired manner.

The foregoing detailed description has been given for clearness of understanding only, and no undue limitation should be understood therefrom, but the appended claims should be construed as broadly as permissible in view of the prior art.

What I regard as new and desire to secure by Letters Patent is 1. In an engine of the character set forth, the combination of a cylinder, a piston therein, a crank-shaft connected with said piston, a rotary, tubular admission valve actuated from and at the same rate of speed as said crank-shaft, and means independent of the regular pistons of the engine for supplying a gaseous mixture under pressure to said tubular valve.

2. In an engine of the character set forth, the combination of a cylinder, a piston therein, a crank-shaft connected with said piston, a rotary, hollow admission valve and a rotary exhaust valve flanking said cylinder, means actuated by the crank-shaft and serving to rotate said valves at the same speed as the crank-shaft, and a compressor adapted to maintain a compressed charge of gaseous mixture in the interior of the ad mission valve. 7

3. In an engine of the character set forth, the combination of a cylinder, a piston therein, a crank-shaft connected with said piston, rotary admission and exhaust valves actuated from and in timed relation with said crank-shaft, and a compressor inclependent of said cylinder and piston and adapted to deliver a compressed charge, the admission to the cylinder from said compressor being controlled by said rotary admission valve.

l. In an engine of the character set forth, the combination of a plurality of cylinders arranged in parallel relation, pistons operating therein, rotary admission and exhaust valves flanking said cylinders and geared to saidcrank-shaft to rotate at the same rate of speed therewith, and a compressor independent of said cylinders and pistons and operated by the engine mechanism, the delivery from said compressor to said cylinders being controlled by said rotary admission valve.

5. In an engine of the character set forth, the combination of a plurality of cylinders arranged in parallel relation, pistons operating therein, rotary, tubular admission and exhaust valves flanking said cylinders and provided, respectively, with admission ports which are angularly disposed with relation to each other, and exhaust ports which are angularly disposed with relation to each other, means independent of said cylinders and pistons for compressing and delivering a gaseous mixture to the interior of the rotary admission valve, and means actuated by the crank-shaft and adapted to actuate said valves at the same rate of speed as the crank-shaft.

6. In an engine of the character set forth, the combination of a plurality of cylinders arranged in parallel relation, rotary valves controlling said cylinders, pistons in said cylinders, a crank-shaft connected with said pistons, gear-connections between the crankshaft and said valves, and a compressor actuated by one of said rotary valves and adapted to deliver a compressed gaseous charge to the cylinders, the admission to the cylinders being controlled by said rotary admission valve.

7. In an engine of the character set forth, the combination of a plurality of cylinders arranged in parallel relation, a tubular, rotary admission valve, a rotary exhaust valve, pistons in said cylinders, a crankshaft connected with said pistons, gear-com nections between said crank-shaft and said valves, and a compressor actuated by the admission valve and serving to deliver compressed gaseous mixture to the interior of the admission valve.

8. In an engine of the character set forth, the combination of a plurality of cylinders arranged in parallel relation, a rotary, tubular admission valve, a rotary exhaust valve, gears on said valves at one end thereof,- pistons in said cylinders, a crank-shaft connected With said pistons, gears connecting said crank-shaft With said first-named gears, an exhaust pipe connected With the opposite end of said rotary exhaust valve, an admission pipe connected With the corresponding end of said rotary admission valve, and a compressor actuated by the engine mechanism and serving to deliver a compressed gaseous charge through said admission pipe to the interior of said rotary, tubular admission valve.

9. In an engine of the character set forth, the combination of a cylinder, a piston therein, a crank-shaft connected With said piston, a rotary admission valve geared to said crank-shaft, means for compressing and delivering a gaseous charge, the admission to the cylinder being controlled by said rotary valve, and a manually controlled throttle valve interposed between the rotary valve and said cylinder.

10. In an engine of the character set forth, the combination of a cylinder, a piston therein, a crank-shaft connected with said piston,

a rotary, tubular admission valve and a rotary exhaust valve geared to said crank shaft, means for compressing and delivering a gaseous charge to the interior of said admission valve, and a manually controlled throttle valve interposed between the rotary admission valve and the cylinder.

11. In an engine of the character set forth, the combination of a cylinder, a piston, a crank-shaft connected with said piston, an automatically actuated admission valve, means for compressing and delivering a gaseous charge, the admission being controlled by said valve, and a manually controlled throttle valve interposed between said firstnamed valve and said cylinder.

12. In. an engine of the character set forth, the combination of a cylinder, a piston therein, a crank-shaft connected With said piston, a rotary hollow admission valve and an exhaust valve for said cylinder, mean-s actuatedby the crank-shaft and serving to rotate said admission valve at the same speed as the crank-shaft, and a compressor independent of the regular pistons of the engine and adapted to maintain a compressed charge of gaseous mixture in the interior of the admission valve.

CHARLES FISHER. In the presence oi:'

MABEL A. YOUNG, A. CELLEN.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G.

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