US1361680A - Two-stroke-cycle internal-combustion engine - Google Patents

Description

T. L. CARBONE AND P. METZLER.

TWO-STROKE CYCLE INTERNAL COMBUSTION ENGINE.

APPLICATION FILED DEC.23. I9I9. RENEWED NOV. 3,1920.

Patented Dele. 7, 1920.

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T. L. CARBONE AND P. METZLER. TwosTRoKE CYCLE INTERNAL coMBuSTloN ENGINE.

APPLICATION FILED DEC. 23, 1919.

RENEWED NOV. 3l I920. I

Patented Dec. 7, 1920.

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TITO L. CARBONE AND PAUL ivIETzL-EE, OEZURICH, SWITZERLAND.

'frwo-smEoKE-CYCLE INTERNALCOMBUSTION ENGINE.

1,361,680. Application filed December 23, 1919, Serial No. 347,0

To c55 whom t may concern:

Be it known that we, Tiro LIVIO CARBONE and PAUL METZLER, residin at Zurich, Lwenstrasse No. 1 and Apo lostrasse No. 5, respectively, Switzerland, have invented certain new and useful Improvements 1n Two-Stroke-CycleInternal-Combustion Engines, of which the following is a specifica tion.

The present invention relates to a new and improved two-stroke-cycle internalcombustion engine of the type in which the air` to scavenge thc cylinder is compressed by the piston in the crank case of the engine.

The invention has for its broad objects to provide an engine which shall yield the highest desirable results in operation and we attain this object by the provision of means to increasethe amount of air available for scavenging purposes and by the of means to raise and equalize the pressure of the air as far as possible and with the most simple means. Y

Ve attain these and other objects as hereinafter specified by means of the engine hereinafter described and particularly set forth in the claims appended hereto.l

In order that our invention may be clearly understood we have illustrated the sameV in the accompanying drawings in a diagrammatical manner.

Figure 1 shows an engine in sectional elevation;

Fig. 2 is a section taken on line A-B of Fig. 1; i

Figs. 3, 4 and 5 are sections ltaken on the lines C-D, Ff-F, and Gf-H of Fig. 1;

Fig. 6 illustrates in a diagrammatical manner the coperation of the two cylinders;

Fig. 7 shows in diagrammatical manner a second form of the invention.

The engine shown in Figs. 1 to 6 comprises two cylinders 1, 2 and two crank cases 3, 4 said crank cases being tightly closed against each other and against the atmosphere. In each of the cylinders 1, 2 there is a two stepped piston 5, 6 respectively; the pistons are connected to a common crank shaft 7, the cranks being set at 1S()O to each other. Each piston 5, 6 is provided with an annular chamber 9 and 9 respectively and with a row of holes 10, 11 and and 11 respectively communicating with said chamber 9 Yand 9 and with rows Specification of Letters Patent.

14. Renewed November 3, 1920. Serial No. 421,598.

, of ports 12, 13 and 12, 13 arranged in the walls of the cylinders 1, 2. The Openings 12 and 12 lead to chambers 14 and 14 respectively communicating with the atmosphere. The openings 13 and 13 lead to chambersv 15 and 15 respectively connected by conduits 16 and 16 3V or 4 respectively. If piston 5 or 6 has reached its upper dead point position the 'openings 10 and-12 or 10 and 12 and 11 and 13, or 11 and 13 coincide and air passes through the chambers 14, 9, 15 or 14,'9, 15 and through the conduit 1 6 or 16to Y the crank case 3 or 4'. The conduits 16 and 16- lead moreover to chambers 12' and 17 the inner wall ofv which being provided with a row of inlet ports 18 and 18"respec Vtively through which air enters the cylinder 1 or 2. From each crank case 3, 4 a secondconduit 2O and 20 respectively leads upward to a chamber 21 or 21 of the corresponding cylinder 1, 2 from whence the Vair passes through inlet ports 22A and 22 into the cylinder 1, 2. The gases of combustion escape through exhaust ports 23, 24 and 23', 24. The fuel is introduced through a passage 25 in the well known manner into the combustion chamber. Each conduit 20 or 20 of one cylinder 1 or 3 is f connected by means of a branch pipe 26, 27 with a chamber 28, 29 of thek other cylinder and the chambers 28, 29 communicate by means of slots 30 with the annular spaces 31, 32 between the larger portions 33 of the pistonsl 5, 6 and the shoulders of the cylinders.

ln the positionV of the pistons 5, 6 as shown in the drawings fresh air passes from the atmosphere through the chambers 9 and 15 and throughy channel 16 into the crank case 3. From the crank-case 3the air rushes through the vslots 30 into the annular space 32 of the other cylinder. The piston 6 in its lowest position opens first the slots 23. High pressure exhaust escapes and reaches atmosphere pressure instantly. After this the slots 18 and 22 are opened and air enters for cleaning the cylinder. lf now piston 5 descends and piston 6 ascends the ports 11,

12 of cylinder 1 are closed and the air within the crank case 3 is compressed. The compressed air passes in the chamber 17 and 21 and as soon as the piston 5 frees the ports 18, 22, 23 the compressed air passes through the port-S18, 22 into the cylinder 1 driving the gases out of the cylinder 1 through the Patented Deo. 7, 1920.L

to the crank-cases' openings 23. While piston 5 descends piston 6 a'scends and the head 33 thereof compresses air in said annular space 32'. The compressed air passes through the slots 30 andvpipe 26 into the conduitv20 from whence it passes into the chamber 21 and cylinder l. To scavenge cylinder 1 there is not only that air available which is displaced by the descending piston 5 but also that air which is forced out of the annular space 82 of cylinder 2. A great amount of air at a great pressure is thereby gained insuring a perfect washing out of the cylinder 1. What is described above with reference to` cylinder 1 will also hold good for cylinder 2, in which case the cylinder 2. As each cylinder is perfectly cleaned of the gases of combustion by a strong current Vof compressed fair a perfect combustion of the fuel introduced in the cylinders andV thereby a high efiiciency is attained.

The engine shown in Fig. 7 in a diagrammatical manner differsV in that the compressed air from the annular spaces 35, passes into receivers 37 communicating with the adjacent cylinder. VThe pistons 40, 41 are provided with channels 42, 43 which guide the air coming vfrom the crankcases through the channels 44.-, in the center of the cylinder. A stream of compressed Vair passes in the axis of the cylinder and a second current of air of still higher pressure enters fromV said receivers 37. It is preferable to let the air of higher pressure enter first.

7e do not wish to conline ourselves to details of construction as they may be modi- '.{ied without departing from the spirit of the invention.

Having described `our invention what we claim as new and desire to secure by Letters Patent is 1. A two-stroke-cycle-internal combustion engine having two cylinders, a closed crank Vsaid cylinders, ignition devicesin each of `said cylinders, conduits leading from the atmosphere to the crank cases through chambers forming part of lthe pistons, a

conduit leading from each of the said-crank cases to air inlet ports of the cylinder, a

second con-duit leading fromsaid crank case to air inletsl of the cylinder, said last named conduit communicating with an air compression chamber of the second cylinder` adapted to supply air under high pressure. 2. A two-stroke-cycle-iiiternal'combustion enginehaving two cylinders, a closed crank case to each of said cylinders, va two stepped piston in each of said cylinders, the pistons being connected to cranks of a shaft set 180"` to each other, a fuel. inlet in each ofrsaid cylinders, ignition devices in each of said cylinders, conduits leading from the atmosphere to the crank cases through chambers forming pai-t of the pistons, a conduit leading` from the saidcrank case to air inlet ports of the cylinder, a second conduit leading from each of said crank cases to air inlets of the cylinder,fsaid last named conduit communicating with an air compresa sionv chamber of the second cylinder in which the enlarged" headV of the piston works,` the Vports in the cylinders being controlled by the pistons, the air inlets VVbeing arranged to allow first the entrance of the leading from said crank cases to air inlets 1 kof the cylinder, said last named conduit Vcommunicating with an air compression chamber of the second cylinder adapted to supply air under high pressure, said chamber being connected to a receiver from .which supplemental air under high pressureis fed to the cylinders, substantially as described. VIn testimony whereof we affix our signa tures. Y Y

TITO L. CARBONE. PAUL METZLER.

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