US1003127A - Internal-combustion engine. - Google Patents

Description

J. SHAW. 4IIQ'IEBZIVAI GOMBUSTION ENGINE. APPLIOATION FILED AUG. so, 1909.

Q @Wm Patented Sept. 12, 1911.

J. SHAW. INTERNAL GOMBUSTION ENGINE.

APPLIOATION FILED AUG. so, 1909.

1,003,127. Patented Sept. 12,1911.

3 SHEETS-SHEET 2.

J. SHAW. INTERNAL eoMEUsTloz: ENGINE.

APPLICATION FILED AUG, 30, 1 909.

Patented Sept. 12,1911.

s SHEETS-SHEETS.

@JX/14W ,rali/ns SHAW, or A'rcHrsoN, Caminante till illll,

rn'rnnn'ALeoMBUsmon ENGINE.

speci-season of Letten-,Patent Pawnee@ Sept, 112, 191i..

Application tiled ugust B0, 1909. Serial No. 515,27.

' lle it known that l, JAMES SHAW, a Citizen of the United States, residing at Atchison, in the county ot Contra Costa and State ot' Californimhave invented new and useful Ainiijiroveinents in llnternal-Coinhustionk Engines, ot which the following is a specification. invention relates to improvements' in "to internal combustion engines using gas, or

carhureted air, tor fuel, and its object is to provide a device of this class whereby two driving impulses are lgiven in a single cylnder for operating the engine with ever)Y revohitiou of the moving parts thereof. I also aim to provide an engine which will a` maximum ot power for a minimum ight, and one which will. he simple of fainstruotion, and inexpensive of manufactf ot operation and of maintenance.

in niv invention lt provide a compression, or pump, device apart troni the engine eviinder, and in'ovide tor the delivery of the eirgpilosive iniirtin'e under pressure to the inte ior of the ejflinder as required.

.sin kembodiment of niv "invention is illustrated h v the accon'ipanving drawings, which torni a part o t this specification, and in which: y lifigure i is a sectional side elevation. Fig. 2 is a sectional iront. elevation'. Fig. 'lis a horimntal section on the line :U4-of, ll D. 1, and Figi. 4,- is a horizontal section on the line vijf- Agn Fig. l.. l A

" "-ingr h v nunierals to the aeeornpanviieh are supported the engine cylinder and snpernni'msf-a'l on this Cylinder i). is: anpression cylinder, or pump, 5h For "nils, or casings. ot these cylinders` 9 Also on the hase i are hearings pirtiuef the rank shatt 5 with the (in the Crank shatt 5 l have iijr u'hcel 7. l

have shown the effli lla) it or ot nouv-irumion. a. hat any other means ot' 1 the cylinders may he employed. ou'cvcr. hv showing a water-jaclieted c'vll show a convenient means lot' oonand a convenient na'ans ol illusnrv invention.

apparent.

'a .rings :-1 designates a suitable hase,

onience ol illustration l have shown Lvral and divided hv the partition,`

Gperatable in the engine cylinder 2 is the piston 9, and operai-able in the compression cylinder 3 is the piston 11,. In the Wall, or casing, of the engine cylinder SZ. and diarnetrieall; opposite each other, are the slots 12. These slots 'are longitudinal with the cylinder and of lengths to'eorrespond with the stroke of the engine. The cylinder is provided to be of such a length that the piston 9, operatab'le Within it, may be of such dimension y longitudinally that the openings of these slots will at all times he covered by the said piston in any position ot its stroke. in a like manner the Wall, or easing', of the compression cylinder is provided with slots 1 3 diametricall5T opposite each other. Fheseslots 13 also are longitudinal with the cylinder and ot' length to correspond with the stroke of the piston 11. 'lhis-ojlinder 3 is also provided to be of such a length that the piston 11, operatahle Withinit, may he of such dimension longitudinallyI that the openings of these slots 13 Will atall. times be Covered by the said piston in an'v position ot its stroke.4

Secured on the piston 9, and with its ends extending,` through the slots l2 and operatahle therein, isthe har 14;. peratahle on this har and on the cranks t3. of the cranlt shattv 5, are the. piston'frods l5. Secured on the piston 11. and Wit-h its endsextending' tllrough the slots 13, and operatable tliprein, is the bar 1G. Connecting; the bar 14T and the bar 1G are the linksl. These links 17 are so provided that, they will retain the hars 111; and 1G and the pistons S'and 11 in relative positions one with the other during all parts ot their strokes.

. For the inlet ot gas, or .irhureted air, or other tuel, I provide an inlet pipe 18, with its branches 15) and 2li. ln the branch 19 is .the check valve 22 and in the branch 21 is thecheek valve E23. rlhe hraneh 19 is connected with the inlet passage 2li in the Wall ot the cylinder 8 and the .passage has an open porty openiinginto the upper part ot the said cylinder 3. The branch 21 connected with the inlet passage- 26, which l have shown in the AWallsoi the cylinders 2 and This pass Aire. 2C is provided tvitlran open port 2'? opel .i ,fginto the lower part of the ron'ijircssion cylinder 2l. These ports Q5 and arey at the cxtreme ends oi the compression evliinler El and are always open. filso in the vwalls ot the cylinders 2 and 3 is the p\assage 28. This passage has a port 29, which is always open, in the extreme upper end of the compression cylinder 3, and a port 31 at its opposite end opening into the engine cylinder 2. This port 31 is open only when the piston 9 is at the uppermost part of its stroke, and closed by the said piston in all the other parts'of the stroke ofthe said pistonwi Opening from the passage 26 is the port 432.. This port 32 opens into Ithe engine cylinder 2 ahd is so adapted that it is only open when the piston 9 is at the lowermost 'part of its stroke, and closed by `the said piston in all the other parts of the stroke of the said piston. I prefer that the edges of Athis piston 9 be beveled at the points opposite the ports 31 land 32, and that the ports be so constructed that they register and conform with these beveled portions of the piston so that the gas, or carbureted air, or other fuel, as it enters thecylinderwill be deflected toward the ends of the cylinder. At points opposite, or nearly opposite, the inlet ports 31 and 32 I provide exhaust ports 33 and 34. The exhaust port 33 is so provided that it is only open when the piston 9 reaches the uppermost part 'of its stroke, and is closed by the said piston in all the other ,parts of its stroke. The exhaust port 34 is open when the piston 9 reaches the lowermost part of its stroke, and is closed by the said pistn vin all the other parts of its stroke.

It will be seen thatwhen in operation, and when the piston 1l is descending, the explosive mixture will be drawn from the pipe 18 through the check valve 22, the inlet passage 24 and the port 25 into the upper part of the f compression cylinder. The downward movement of the piston 9 at the same time will close the port 31. Then the piston l1 in its upward movement will compress the explo-` sive mixture that was drawn into the cylinder, and when the piston 9 movessutlicientl y to open the port 31 the mixtu're will be forced intc the engine cylinder through the passage 28 and the port 31 and deflected toward the lowermost end of the said cylinder. The inrush of explosive mixture will be such that it will torce any burned gases that may be in the cylinder toward and out of the exhaust port 33. The movement of the piston 9, however, will be such, and so rapid, that it will close-the exhaust port 33 before any, or much, Iof the explosive Huid may reach it, or be lost through it.

As they piston 11 moves upwardly compressing the explosive mixture inthe upper `part 'of the compression-cylinder, explosive fluid is being drawn into the lower part of Athe compression cylinder from the pipe 18, through the check valve 23, the inlet passage 26 and the port 27. When th'e piston 'l1 begins .its downward movement the explosive fluid now in the lowerrnost part of the compression cylinder win oe compressed, and when this piston reaches the lowerlnost part of its stroke the piston 9 will also be at the lowermost part of its stroke and the port 32 will be opened. This will permit the compressed explosive mixture now in the lowermost part of the compression cylinder 3 to pass into the uppermost part of the engine cylinder 2 through the port 27, the passage 26 and the port 32. .At the same time the exhaust port .34 will be opened permittingthat part of the engine cylinder to be cleared of the burned gases in the same manner as described -in the clearing of the gases from the lowermost part of the cylinder. Then the explosive mixture admitted and compressed in the lowermost-part of the cylinder is exploded. This explosion will drive the pistons 9 and 11 upward and the piston 9 in its upward movement will compress the explosive mixture in the uppermost part of the cylinder and this mixture will in turn be exploded, driving the piston 9 downwardly. It will be seen that this operation of drawing the explosive fluid into the compression cylinder, and the forcing of this explosive luid into the engine cylinder on each side of the piston in the engine cylinder, and of compressing and igniting, or exploding, this fluid, will be continuous, and that with a single engine cylinder two drivin impulses will be given with every revolution of the crank shaft.

I have not shown any means for igniting, or exploding,the explosive mixture. It 1s apparent, however, that any suitable device for this purpose well known in the arts may be employed. I have considered it unnecessary to illustrate it as being within the commonknowledge of mechanics and designers of this type of engine.

Although I have shown and described what -I consider a very desirable form of mechanism for embodying my invention, it is evident that changes and alterations in the form and arrangement of the parts may be made wit-hout departing from the spirit of my invention, and I reserve the right to make such changes as will come within the scope of my invention as embodied in the appended claim.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent is:

An internal combustion engine comprising a casing having'a central partition dividing it into an engine cylinder and a pump cylinder, the walls of said casing having ports therein, one port leading from the top of the pump cylinder to near the bottom of the engine cylinder, another of the ports 2G communicatint,r with the bottom of the pump cylinder and with the engine cylinder near the top thereof, and a third port 24 connected with the top of the pump cylinder,

inneemt a sunpiy pipe having two branches, one coin-A municating Wit-h the port 24 and the other with the port 26, check valves in said branches an exhaust pipe leading from each end ot' the engine cylinder, pistons in said cylinders, and a main shaft connected with Said pist-ons.

In testimony wht-:fooi:I I have aixed my signature in the presence of two Witnesses, this 9th day of August, 1909.

JAMES SHAW.

Witnesses:

FRANK L. UWEN. A. DlxoN.

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