US1474712A - Internal-combustion motor - Google Patents

Description

I 7' 7 1,474,712 o. F. HAIBE I r INTERNAL COMBUST ION MOTOR Nov; 20 1923.

Filed Oct. 31. I921 2 Sheets-Sheet 1 FIG I V I 4 FIC% I WITNESSES: I N VEN TOR:

WA BY U r g 1 ATTORNQS.

Nov. 20, 1923. r

' O. F. HAIBE INTERNAL COMBUSTION MOTOR Filed Oct. 31. 1921' 2 Sheets -Sheet 2 H6. 1K 1 16. H1

WITNESSES: V INVENTOR:'

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ATTORNE S.

Patented Nov. 20, 1923.

1P rE TFF1E= 0B4 Fr-HAIBE, OF UNIONTOWN, PENNSYLVANIA.

INTERNAL COMBUSTION MOTOR.

Application filed October 31, 1921. serial No. 511,748. 1

i To all whom it may concern:

Be it known that I, ORA F. "Hares, a citizen of the United States, residing at Uniongaseous in internal combustion motors of the two cytown, county of Fayette, and State of Pennsylvania, have invented certain new and useful Improvements in Internal-Combustion Motors, of which the following is a specification, reference being had to the accompanying drawings.

Amongst the objects of my invention are to secure in internal combustion motors generally, a more; thorough and intimate inter-mingling of the constituents of. the fuel charge admitted to the cylinders, also to supplement the char with additional air for the purpose of o taining greater weight of the charge and consequently, higher explosive efficiency; and

cle type, more efiicient scavenging of the c linders anddisplacement of substantially a l the spent products of combustion.

Other objects and attendant advanta es will become readily apparent from the etailed description of a typical embodiment.

of myinvention which follows. p

In the drawings, Fig. I is a longitudinal section of an internal combustion motor convenientl embodying my invention.

Fig. Tie a cross sectional view of the same axially through the cylinder; and

Figs. III and IV are sectional views similar to Figs. I and II, showing the movable parts of the motor in different positions.

In the structure here represented, the cylinder of the motor is indicated at 1, and shown as enveloped by a jacket 2 for the circulation of a. suitable cooling medium. The head 3 is preferably made integral with the cylinder and the ja'cketing is extended-thereto, as clearly shown in the illustrations. The cylinder is formed with a base flan e 4 so that it may be readily'secured, by olting or otherwise, to the top of the crank case indicated at 5. I i

Reciprocatory within the cylinder 1 are two concentrically arranged, power pistons 6 and 7, the former of which is in the form ofan elongated sleeve headed at its upper end, while the latter is of ordinary construction and roportions. These pistons move in o posltion to one another and are respectlvely connected to cranks 88 and 9 of the engine shaft 10 whose opposite ends have bearin in suitable journals 11, 11 forming V part oi? the crank case 5. The sleeve piston 6 fect balance at ll speeds.

is coordinated with-the cranks'88 by means of connecting rods l2-12, the upper ends I of .which are pivoted to appropriate studs 13 projecting from opposite sides, of" the lower end of said piston. Thecylinder casting is bulged as at 15-15 for accommodation of. the connecting rods .12. as best seen in Fig. I. The inner piston 7 is connected to the crank 9 by a single connecting rod 16. In practice the pistons and theirappendages are respectively so designed as to be of equal.

weight so that the engine will operate in per The fuel is'drawn into the top of the cylinder 1 during-the downward stroke of the sleeve piston 6 through an inlet 18 preferably centrally disposedin the head 3 of the cyllnder and communicative with a passage 19 connected'bya pipe 20 with a carburetor or other source of supply;

m'ally hel closed, and actuated, throu h the instrumentalityof a rockenarm 23 an push rod 24 by a cam 25,:ona shaft 26 suitably journalled within the crank case. is driven from the engine shaftat a synchronous speed, through the interposed gears '27, -28 and 29, see Figs. I and II. .During within the cylinder head and through a multiplicity offregistering ports31 and 32 of the cylinder and piston respectively. It is Said, shaft The inlet 18 is controlled by a poppet valve 21, whose stem is acted-upon by a spring 22, so as to nor-- to'be especially noted that these ports are of very small diameter, and by virtue of this, the fuel, as it forces its way into the space orchamber intermediate the heads of pistons, is effectively difi'used with the result that its constituents are thoroughly and intimately mixed. It is also to be noted that the ports 31, 32, are inclined downwardly so that the fuel is correspondingly directed to facilitate and hasten expulsion of the spent gases of a previous explosion in a two cycle motor as herein represented. Leakage to opposite sides of the ports 32 is prevented by provision of the'piston rings 33--33.

At a region intermediate its ends the sleeve piston 6 has a port 34 b way of which the spent products of com ustlon escape throu h an opening in the wall of the cylin er and into the exhaust pipe indicated at 36 when the parts of the motor are in the position shown in Figs. I and II. The port 34, it will be observed, is preferably elongated somewhat as illustrated so that ample time is afforded to permit ready escape of the exhaust gases. At a .point preferably opposite the exhaust pipe 36, the cylinder has an inlet 37 which communicates by way of duct 38 withthe interior of the crank case. In the course of the reciprocation of the inner piston 7, air is first drawn into the crank case through an automatically operative inlet valve 39, and thence compressed so that when a port 10 in the piston 6 registers withthe inlet 37 as shown in F i II, the compressed air is forcibly injected into the lower portion of the cylinder and serves to assist in the dis.- charge of the spent products of combustion. Referring again to Fig. II, it will be observed that the compressed air is not ad- 'mitted until after the pistons 6 and 7 have been separated to the maximum extent so that, by-its influx any residue 'of'the spent gases is quickly displaced and discharged through the this action being facilitated by reason of'the opposite location of said port and the inlet 37. It, is further tobe observed that the 6 and 7 toward each other, the fuel mixture now in the space or chamber between them is compressed. When the pistons have fully approached each other, the compressed charge is exploded by the aid of the spark plug shown at 41 whichis accommodated in an opening 42 in the cylinder wall, said opening registering, at the period under consideration, with an opening 43 directly beneath, the head of the piston 6 amongst the circle of inlets 32. In Figs. III and IV" the pistons 6 and 7 are just about to reach the positions just described and the poppet valve 21 about to close to prevent further ort 34 and exhaust pipe 36,

admission of fuel to the top of the cylinder 1. I i

From the aspects of my invention as above described, it will be apparent that certain I of its features are applicable to internal combustion motors other than the two cycle type, and therefore I do not wish tollmit myself to the precise details of construction and arrangement herein shown.

Having thus described my'invention, I

claim 7 cylinder being extended into the pocket to form a flange, said fian communicatin the pocket with'the cylinder, a sleeve s id-ably fitted in the cylinder e having apertures closed at its head end and having apertures for registration with the first mentioned apertures and communicating the pocket with the interior of the sleeve when the latter is at its inner position, a piston slidably fitted in the sleeve, a crank shaft having opposed offsets, a pitman connection between the piston and one offset, a pair of pitman connections between the other offsets and sleeve, the cylinder wall having a passage for air connecting said cylinder with the crank case, said passage connecting with the inner bore of said sleeve. through the medium of an aperture formed when .the

piston is at the end of the power stroke and the sleeve is simultaneously at the end of the compression stroke and in communication with the fuel compression pocket. a-

spark plu mounted in a recess in the cylinder wall, t e sleeve having openings for registration with the spark plug recess and exhaust port, an -intake valve opening into the pocket, and means for operating said intake valve.

In testimony whereof, I have hereunto signed my name at Philadelphia. Pennsyl- Vania, this 20th day of October, 1921.

ORA F. HAIBE.

WitnIesse$ H AMES ELL, E. In. Ii M l

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