US1839447A - Internal combustion and other engine - Google Patents

Description

Jan. 5, 1932. w. F. STANTON INTERNAL COMBUSTION AND OTHER ENGINE Original Filed June 20, 1924 IIBSTROKE I gwuemtoz Mea /v f. mwrm;

Patented Jan. 5, 1932' 'NITED'. SI'TAITES WARREN F. STAN TON, 0F PAWTUCKET, RHODE ISLAND p INTERNAL COMBUSTION AND OTHER ENGINE Application filed June 20, 1924, Serial No. 721,330. Renewed November 21, 1930.

Broadly stated-the object of my invention is to utilize the conditions existing in an engine cylinder at different points of the piston stroke to control automatically'factors which enter into the operation of the engine to the end that the highest efliciency thereof maybe promoted and the necessity of hand adjustment by the engine operator may be eliminated. It will be enough to illustrate my ohj ect to consider as one embodiment of my invention the case of an internal combustion engine and the utilizationof the pressures within the cylinder at different points of the stroke of the piston to control or adjust automatically the ignition. and .1 illustrate such an application of my invention in the drawings and will describe the same hereinafter in detail. thus complying with the requirement of the statute that there be at least one exemplification of the invention which forms the subject of Letters Patent. My invention consists in whatever is described by or is included within the terms or scope of the appended claims, for what is shown in the draw ings and will be described is merely an illustration or. exemplification thereof and not a restriction beyond the legal requirements of such claims. 1

In the accompanying drawings Fig. 1 is a view partly in side elevation and partly in section of a two-cycle internal combustion engine embodying ray-invention;

Figs. 2 and 3 are respectively similar views of other embodiments of my invention; 2

Fig. 4 is a card or graph that illustrates the operation and effect of my invention in the case of an internal combustion engine;

Fig. 5 is a detail view of a brush adjustment for the commutator of Figs. 2 and 3.

Referring first to what is shown in Fig. 1, the internal combustion engine shown is a two-cycle engine having a cylinder, 10, and piston, 11, meansibeing provided as hereinafter explained in detail to establish pressure communication between the combustion chamber of the engine and a piston in :1 cylinder so that the piston will be moved in one direction or the other according to the pressures in the combustion chamber and its movement utilized to operate the timer of the ignition system so as to shift the time of ignition of the explosive charge, advancing or retarding the ignition as it may become necessary to bring about or approximate ideal conditions of ignition.

vOutside the power cylinder, 10, is ed a cylinder, 12, within which is a piston, 13, the rod, 14, of which is connected by a link, 15, with the timer, 16, of usual construction which by the movement of the piston, l3,

is shifted to advance or retard the ignition by changing the time of closing the circuit through the primary circuit of the spark coil, 17 of the ignition system. Each end of the cylinder, 12, of the control device thus constituted is adapted to be placed in communication with the combustion chamber, 18,-of

. the engine so that there will be an interchange or equalization of gas pressure upon one side of the piston, 13, or the other (according to which end of the cylinder, 12 is'placed in communication with the combustion chamher) with the pressure within the combustion chamber, and if the pressure upon opposite sides of the piston, 13, is unbalanced, the 7 piston, 13, will move in the direction of the side where the pressure is lower. spring, 20, within the cylinder, 12, hearing at one end upon thepiston, 13, and at the 55 mount- A coil other end upon the adjacent cylinder end acts to move the piston, 13, in the direction to rotate the timer, 16, in the direction to retardthe ignition so that when the engine is stopped the timer will be adjusted to retard.

From the end of the cylinder, 12, at that side of the piston, 13, on which the spring, 20, is

located a pipe, 21, extends to a chamber, 22, which by a passage, 23, is in communication with the combustion chamber, 18, and from the opposite end. of the cylinder, 12, a'pipe,

24, leads to said chamber, 22. A'poppet valve, 25, in the chamber, 22, controls communication. between the chamber and the pipe, 21, and a poppet valve, 26, likewise controls communication between the chamgearing from the engine crank shaft, 30, so

that the shaft, 29, rotates at the same speed as the crank shaft. The cam, 27, is timed to lift the valve, 25, from its seat by the time the piston, 11, is in the dead center position on the compression stroke so that there occurs an interchange of pressure between the combustion chamber and the cylinder, 12, at the side of the piston, 13, into which thepipe, 21, opens, and at the time the engine piston, 11. has moved from such dead center position through a portion of its power stroke, say one tenth thereof the cam, 28, is timed to lift the valve, 26, from its seat (the valve, 25, having already closed communication between the chamber, 22, and the pipe, 21), and thus interchange of pressure takes place between the combustion chamber and the cylinder, 12, on the opposite side of its piston, 13. It will be seen that the control mechanism valve, 13, will move in one direction or the other according as the pressure within the cylinder, 12, is greater or, less on one side of the piston, 13, and the other side thereof. If the ignition is delayed or occurs late after the)p0Wer stroke movement of the engine piston, 11, begins (during which time communication exists between the combustion chamber and the side of the piston, 13, to which the pipe, 24, leads), the rapid increase in explosion pressure which takes place will result in a superior pressure upon that side of the piston, 13, to the pressure upon the opposite side which resulted from and exists in consequence of the pressure taken at the time the engine piston was in its dead center position and the result will be that the piston, 13, will be moved in the direction to adjust the timer to advance the spark. This is graphically illustrated in Fig. 4 by the graph designated, 2, on which the point designated, C, indicates the belated spark from which point the rapidly ascending curve indicates the explosion pressure. The pressure existing at the dead center position of the engine piston is indicated on the graph at, H, fromwhich point the pressure curve starts and, of course, the pressure drops, from that point to 'the point of ignition at C. The dash or broken lines on Fig.4 show the pressure curve when the spark is too early, as when it occurs at the point designated, G, which results in the greatest pressure when the engine piston reaches the dead center position and which is designated, I, in Fig; 4, (at which time the valve, 25, is opened and thecontrol mechanism piston, 13, is subjected to pressure through the pipe, 21) the pressure diminishing from the dead center position of the piston so that when one tenth of the power stroke of the piston is completed the pressure is that designated at the point, F, the result being that the valve, 26, being opened at that time there will be less pressure in the cylinder, 12, on the side of the piston, 13, into which the pipe, 24, opens than on the opposite side of the piston, 13, and in conse-- quence the timer will be adjusted by the. movement of the piston, 13, to retard the spark.

By the automatic change of the point of ignition according to the pressure conditions inthe engine cylinder a state of equilibrium is reached when the pressures at the dead center position of the engine piston on its compression stroke and when it traverses one tenth of its power stroke are substantially equal these pressures being designated respectively A and B on the graph or curve designated 1 in Fig. 4-, and the time of ignition is at the point designated, E, between the lines on the chart or diaphragm which respectively are designated pressure and th stroke. Maximum pressure thus occurs be; tween the dead center and one tenth stroke positions of the engine piston which assures maximum efiiciency. Of course, the portion of the power stroke .may be more or less than one tenth for measuring or working the pressures against one another, a shorter distance giving a sharper card and a greater distance giving a flatter card.

It is to be understood that instead of using poppet valves as shown in Fig. 1 alternately to place opposite ends of the control cylinder, 12, in communication with the combustion chamber other types of valves or control devices may be used and instead of being operated by cams such valves may be operated by other devices or mechanisms.

Referring to what is shown in Fig. 2 the control of the valves which provide for the interchange of pressures between the combustion chamber and the cylinder of the control mechanism is accomplished by electrical means, this arrangement having certain advantages, such as a remote location of the control mechanism. In Fig. 2 there is a chamber, 220, connected by a passage, 230, with the combustion chamber of the engine and there are two poppet valves, 250, and, 260, which respectively control pressure communication with opposite ends of the control mechanism cylinder, 120, each of the poppet valves being movable from its seat by the movement of a push rod, 31, attached to an armature, 32. of an electromagnet, 33, in a circuit that includes a brush, 34, for each magnet and a commutator 35, mounted on the crank shaft, 300, of the engine which successively closes the circuit through the brushes.

Ill!

The timer, 160, is mounted on the engine crank shaft and is operated to advance or tor and brush form of current interrupter of Fig. 2.

eferring-to Fig. 5 it will be seen that the brushes, 34, are mounted for adjustment in a slot, 36, in a supporting plate, 37, attached to the engine frame. g

.It will be seengthat the control mechanism of Fig.2 isso compactly arranged and assembled that the essential. parts thereof may well constitute a unit construction.

Referring to what is shown in Fig. .3 the control mechanism is electrically operated by a pair of brushes, 340, and a commutator, 350, similar to that employed in Fig. 2, the brushes, 340, being respectively in circuit with the reversed coils, 39, and, 40, of a solenoid, 41, so that the core, 42. thereof is alternately mowed in opposite directions and is connected with the slide valve, 43, of a servomotor, the piston, 44, of which is reciprocated by oil air or other fluid under pressure controlled by the slide "alve, the piston rod, 45, oper ting the timer or the desired device or mechanism, whatever it may be whose movements are to be automatically controlled or efi'ected. The solenoid, 41, in Fig. 3 performs a function corresponding to that of the cylinder, 12, of Fig. 1.

The reverse coils, 39, and 40, of the solenoid are branches. of a circuit that includes a switch mechanism which closes the circuit according to the point of maximum pressure in the engine cylinder and is so related to the closing of the circuit through the brushes, 340, as to determine the direction of movement of the solenoid core, 42, to suit the necessity of advancing or retarding the spark. Thus if the time of maximum pres- :sure in the engine cylinder is at the dead center of the piston on the compression stroke or'near it, the current will flow'through the coil, 39, only and cause theshifting of the slide valve, 43, to eifect the retarding of the spark. When the point of maximum pressure occurs at the completion or near t e completion of say one tenth .of the power stroke the circuit will be closed through the coil, 40, only and result in the movement of -'the piston, 44, in the direction to advance the spark. Said switch vmechanism comprises a diaphragm, 46, in a chamber, 47, which on one side of the diaphragm through a passage, 48, is ingcommunication with the combustion chamber of the engine and a rod, 49, on the outer side of the diaphragm which terminates in a contact, 50, within a cylinder,

51. The contact, 50, by the upward or out ward movement of the diaphragm is moved into contact with a contact or terminal, 52, on a piston, 53, in the cylinder, 51, and the piston, 53. thereby moved upward in the cylinder. The cylinder, 51, has an air vent closed by an outwardly moving valve, 54,

that allows the piston to move upward readily under the thrust from the diaphragm but from the terminal, 52, and thus the circuit 4 between them broken and will continue unbroken during the one tenth power stroke of the engine piston which takes place faster than it is possible for the switch mechanism piston, 53, to descend and place its terminal, 52, in contact with the contact,:50, and thus the circuit being broken to both solenoid coils no movement of the core, 42, will take place but it willremain in the position to which it was shifted by the energizing of the coil, 39. As the condition which results in this action is brought about by the existence of themaximum pressure at or near the dead center position of thepower piston and the pressure thereafter diminishes during the power stroke of such piston the lowering of the diaphragm, 46, will ensue as a result of such reduction of pressure during the one tenth of the power stroke. The solenoid circuit from one pole of the battery includes the switch mechanism cylinder, 51, and a ground connection to the engine cylinder and this necessitates the insulation of the cylinder, 51, by an insulating ring, 55, between {)he cylinder, 51 and the diaphragm chamer. a Y

The arrangement shown in Fig. 3 avoids the necessity of the use of valves in the combustion space or.in the presence of the burning gases in the engine cylinder and being electrical has the further advantage of a remote location of the control mechanism.

The electrical controls of Figs. 2 and 3 are provided with a switch so that the current need not flow when the engine is stopped and preferably such switch as actuated by or is a part of the switch mechanism of the ignition system. g It will be seen that whenthe ideal card or graph designated 1 in Fig. 4 is produced the piston rod, 14, of the control mechanism shown in Fig. 1.

I By taking the cylinder pressures at differ- I.

cut posit-ions of the power piston and employing a member which is capable of movement or control as to its position by the differential of such cylinder pressures I am able automatically to change or adjust or modify the engine working conditions in a varietyof ways. The ignition maybe timed whether. the ignition is by spark or otherwise; the timing of valves may changed, the mixture of the combustible may be changed; antii knocking fluids may be supplied, etc. The pressures, however, need not all be taken from the cylinder, but pressure at one point within the cylinder may be taken and the pressure at the exhaust or inlet manifold may be taken or it may be the atmospheric pressure, or some constant pressure outside the engine cylinder.

The principle of my invention extends to utilizing differences in temperature by using as a basis of comparison a temperature selected at some desired point in the piston stroke and utilizing the differential of temperature to operate or control means for varying the cylinder temperature or maintaining it at some desired degree. As is known the temperatures and pressures within an engine cylinder bear a definite relationship to one another.

WVhat I claim is:

l. The combination of a power producing engine having a power cylinder and a piston, pressure operated means, means to cause the operation of said pressure operated means by the differential of two pressures within the cylinder one of which pressures is obtained from the engine cylinder at apredetermined point in the travel of the engine piston, and means to utilize movement of said pressure operated means for some purpose in the operation of the engine.

2. The combination of an engine having a cylinder and a piston, pressure operated means, means to subject the latter to oppo' sitely acting pressures existing in the cylinder at different points in the travel of the piston, and means to utilize the action of said pressure operated means for some purpose useful in the operation of the engine.

3. The combination of an internal combustion engine having a cylinder and a piston and igniting means, a pressure operated means connected with the ignition means to regulate the same and means for the transfer of pressure between said pressure operated means and the engine cylinder at difierent points in the travel of the engine-piston.

4. The combination of a power producing engine having a. power cylinder and a -piston, a pressure-operated means subjected to pressure within the cylinder at different points in the travel of the piston and means for utilizing the action of said pressure operated means for a purpose useful in the running of said engine.

5. The combination of a power producing engine having a power cylinder and a piston, pressure-operated means, means to cause the operation of said pressure operated means by the differential of two pressures within the cylinder one of which pressures is obtained from the engine cylinder at a predetermined point inthe travel of the engine piston, and means to utilize movement of said pressure operated means for some purpose useful in the operation of the engine.

6. The combination of a power producing engine having a power cylinder and a plston, pressure-operated means, means to subject the latter to oppositely acting pressures existing in the cylinder at different points in the travel of the iston, and meansto utilize the action of said purpose useful in the operation of the engine.

7. Means for regulating ignition of the charge of an internal combustion engine comprising pressure-operated means having a to and fro moving member, means to place the opposite sides of such member in communication with the engine cylinder comprising successively acting control devices, and means to actuate the latter at different points in the travel of the engine piston in its cylinder.

8. Means for regulating ignition of the charge of an internal combustion engine comprising pressure-operated means having a to and fro moving member, passages leading from the engine cyli'n'derto opposite sides of said member, valve means to open and close such passages in succession, and means to actuate said valve means at different points in the travel of the engine piston in its cylinder.

9. The combination of a power producing engine having a power cylinder and a piston, and a member having an action essential to the engine operation and whose appointed action should be varied according to the engme requirements, and means for causing such variation in action, acted upon by the differential of two similar conditions, at least one of which is a condition in said power cylinder at a predetermined point in the travel of the piston.

10. The combination of a power producing engine having a power cylinder and a piston, pressure-operated means and means to subject the latter to the differential of two pressures within the cylinder, one such pressures being obtained from the engine cylinder at a predetermined point in the travel of the engine piston, and means to utilizemovement of said pressure-operated means.

In testimony whereof I hereunto affix mysignature.

WARREN F. STANTON.

pressure operated means for some

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