US1347475A - Internal-combustion motor - Google Patents

Description

E. E. ALLYNE. INTERNAL COMBUSTION MOTOR. APPLICATION FILED MAR.29. 1915.

3 SHEETSSHEET I Patented July 20, 1920.

E. E; ALLYNE. INTERNAL com APPLICATION FIL BUSTION MOTOR.

ED MAR.29, 1915 Patented J My 20, 1920.

3 SHEETS-SHEET 2.

E. E. ALLYNE. INTERNAL COMBUSTION MOTOR. APPLICATION FILED j\4AR.29, 1915.

1 347,475. Patented July 20, 1920.

3 SHEETSSHEET 3.

314 vembo'c wuflgmo i M/ W UNITED STATES PATENT OFFICE.

EDMUND E. ALLYNE, OF CLEVELAND, OHIO, ASSIGNOR TO THE ALUMINUM CASTINGS COMPANY, OF CLEVELAND, OHIO, A CORPORATION OF OHIO.

INTERNAL-COMBUSTION MOTOR.

Specification of Letters Patent.

Patented July 20, 1920.

Application filed March 29, 1915. Serial No. 17,656.

To all whom it may concern:

Be it known that I, EDMUND E. ALLYNE, a citizen of the United States, residing at Cleveland, in the county of Cuyahoga and Statelof Ohio, have invented certain new and useful Improvements in and Relating to Internal-Combustion Motors, of which the following is a specification.

This invention relates to the construction of internal combustion motors, more particularly of the reciprocating piston type, such, for example, as those commonly used in automobiles.

One object of the invention is to provide such a motor of relatively light weight.without sacrificing either strength or durability,

Another object of the invention is to provide for such a motor, a cylinder with improved heat dissipating characteristics and also one in which there will be substantially uniform expansion relative to the piston of the cylinder walls traversed by the piston, thereby reducing to a minimum frictional resistance between the cylinder and-piston.

Another objectof the-invention is to. provide for such a motor, a cylinder having a wall of iron, or material of equal resistance to wear, which shall be of substantially uniform cross-sectional area throughout its length traversed by the piston and supported properly by a metal of considerably less specific gravity, so as to insure on the one hand substantially uniform expansion of the inner cylinder walls, thereby reducing to a minimum mechanical friction losses between the cylinder and' the piston, and on the other hand to materially reduce the weight of the cylinder as an entirety without sacrificing necessary strength and durability. I prefer that the metal of the supporting structure shall be a better conductor of heat than the metal of the cylinder walls a with which the piston engages.

Another object'of the invention is to provide for such a motor, a cylinder from which higher thermal efficiencies may be obtained and with which troubles incident to overheating and unequal heat expansion of the cylinder walls are practically eliminated.

Another object of the invention is to provide for such a motor, a cylinder with walls of uniform cross-sectional. area throughout the length of piston travel, insured by the fact that such walls may be readily and accurately surfaced both externally and internally.

Another object of my invention is to provide for such a motor, a cylinder with iron or steel walls of uniform cross-sectional area throughout the length of piston travel, which walls may be readily removed for any reason from the supporting structure of the motor which is preferably formed of a metal having co-efiicients both of heat conductivity and expansion greater than that of the iron or steel.

Another object of my invention is to provide for such a motor both a cylinder and a piston with improved heat conducting characteristics.

lVith these and other objects in view, the invention consists of the parts and combination of parts hereinafter described and set forth in the appended claims.

For the purpose of illustration, I have, in the accompanying drawings shown and herein described one form of apparatus embodying my invention.

Figure 1 is a side elevation of a motor, with parts broken away, embodying my invention.

Fig. 2 is a top plan view of the motor with parts broken away.

Fig. 3 is a section on the line 3-3 of Fig. 2.

Fig. 4 is a fragmentary view showing the valve plate insert.

Fig." 5 is a section on the line 55 of Fig. 4.

Fig. 6 is a perspective view of a liner for a cylinder.

In the drawings, 1 indicates as an entirety, a motor., The one herein shown as an example is of the four-cylinder, fourcycle type and preferably provided with a water jacket for well known purposes.

2 is an en bloc cylinder casting, preferably formed of aluminum or aluminum alloy with integral water jackets 2".

2' indicates each of the cylinders proper and 2* a common head construction therefor, which latter 'may be made of any suitable material. 3, 4, indicate intakes and outlets, respectively, for the gases, which are controlled by suitable valves 3, 4", respectively, in a well known manner.

Each separate cylinder 2' includes a cast tubular section 2", with an iron or steel liner .tioned therein and (2) with the reciprocating piston 6, and also to obtain a relatively small and uniform cross-sectional area throughout its length traversed by the p is ton 6.

The liner 5 is preferably provided at its upper end with a flange 5 which fits within a corresponding recess 2 formed in the upper wall of the section 2*. The cylinder head casting 2 is preferably arra-n ed to engage the flange 5 and thus hold it rigidly in position when the head is assembled and secured in place by any suitable and well known means, such as bolts 2 The internal walls of each tubular section 2 in the casting 2 are ground or otherwise surfaced to slidably receive the liner 5, which is constructed to fit snugly therewithin, as above mentioned, so that an intimate contact and engagement results between the inner walls of the section 2 and the outer wall of the liner concentric therewith.

Where a puppet type of motor is used with the valves mounted in the soft metal part of the structure, I provide a separate hard metal valve seat member. In the construction shown this member is in the form of an insert 7, preferably of iron or steel,

which is embedded in the wall 3' of the casting, when the latter is made. As shown in the drawings, such insert may extend from end to end of the casting and is formed with openings 7 7*, which aline with the inlet and outlet openings, respectively, for the gases for each cylinder. The insert is supported in the mold in proper position so as to become embedded in the casting when the metal is poured. While I have shown the one in the drawings of suflicient length to accommodate all of the valve seats, it will be understood that one or more of such inserts may be employed, each arranged to accommodate as many valve seats as desired.

The edges of each insert 7 may bebeveled, as shown at 7", and its opposite sides cut away, as shown at 7 to provide eflicient securing means between it and the metal of the casting.

The insert 7 is for the purpose of providing a metal surface which may be properly surfaced to form substantially permanent-and durable valve seats for the valves, which may be ground, or otherwise suitably surfaced. he insert may be made of produces most satisfactory results.

ner to receive piston rings 6', preferablymade of iron or steel in any Well known manner. The piston 6 is connected by means of a well known t pe of connecting rod 8 with a suitable cra shaft 9.

In actual practice I have found that an aluminum piston has several highly advantageous characteristics for use in internal combustion motors, using hydro-carbons as fuels. Apparently so-called carbonization or collection of carbon incrustations or particles on the upper surface of the piston is greatly minimized by the use of an aluminum alloy. Again the aluminum alloy has such a relatively high co-eflicient of heat conductivity that theheat is conducted from the piston relatively much faster than from iron pistons. I have also found that with Y the use of an aluminum alloy piston scoring It will be understood that with a motor of my improved construction dissipation of heat which is not ut lized in mechanical work is most effectively accomplished. The

tubular aluminum section surrounding the liner rapidly and effectively transfers heat from the iron liner to the water and the aluminum piston rapidly conducts heat to the cylinder walls and radiates heat to the crank case. It will be found that a motor embodying my invention is most efiicient in necessary heat dissi ation.. Especially is this true since the tu ular section that supports the iron liner may be relatively thin, which coupled with'the relatively high 00- efiicient 0 heat conductivity of the alloy It will be also .understood that by providing a piston of relatively light weight,

the total weight of the reciprocating parts is advantageously reduced. v 1

It is well known that the elimination of weight over the steering wheels of an automobile tends to increase materially the easy riding and steering characteristics of the vehicle, and the life of the running gear parts subjected to such weight, including tires.

I have discovered that by making the motor casting of aluminum or an aluminum alloy, I am enabled to reduce the weight of the motor materiall without sacrificing strength and durability. At the same time I have found it advantageous to provide the tubular sections in the casting wlth iron insertible liners so that their walls which are engaged by the pistons and gases of'combustion will be durable and capable of readily resisting all ordinary operating wear, strains and stresses. V

I have further discovered that the use of insertible and removable cast iron liners results in accomplishing manifold advantages; first, it permits the internal cylinder walls to be easily and cheaply surfaced, re-

surfaced or even entirely renewed by the substitution of a new liner; second, it provides walls for each cylinder whichare of uniform cross-sectional area and relatively thin throughout the length of piston travel, insuring substantially uniform expansion and heat conductivity over this area; third, it insuresfreedom of the inner aluminum cylinder walls from blow holes or porosity so that intimate contact and efiicient heat conductionbetween' the liner and'the surrounding aluminum wall is secured. Furthermore, my invention provides a cylinder casting which may be made of material having a co-eiiicient of heat conductivity greater than that of iron, so that most effective heat dissipation is obtained.

It will therefore be seen that by using an iron liner for the inner part, which forms the internal walls of each cylinder, and

aluminum alloy for the outer part of each cylinder as an entirety, I am enabled to produce variable speed and high speed motors having thermal and mechanical efficiencies admirably adapted for automobile propulsion, and the use of hydro-carbons, such as gasole'ne, for fiiel. It will alsobe seen that by the use of a metal, such as aluminum, having a co-eflicient of heat conductivity that is greater than iron, in combination with a relatively thin cast iron liner, I am enabled to produce a relatively light motor capable of utilizing heat in an eflicient manner, without altering or affecting in any way the known advantages of resisting wear and tear inherent in iron for the inner walls of the cylinder. I

Asthe co-efficient of expansion of aluminum is greater than that of iron, there is no danger that the'aluminum'section 2, surrounding the iron liner 5, will not under expansion serve to cooperate properly with the 'liner to maintain the proper position of .ployed in the latter relative to the piston, connecting rod and crankshaft.

Furthermore, in view of the higher coeflicient of expansion of aluminum or aluminum alloy than iron, the proper positioning of the valve seats 7 within the casting will always be maintained. As the exhaust valve seats have direct engagement with the exhaust gases, they will,.of course, have a tendency to become hotter than the aluminum or aluminum alloy, in which they are embedded, but as the latter expands more rapidly under the influence of heat than the iron, I have found that the results of this construction are admirable. Again, the aluminum or aluminum alloy is a better heat conductor than the iron and hence conducts the heat away from the valve seat inserts in a highly efficient and satisfactory manner.

I am of the opinion that any of the commercial aluminum alloys will answer the purpose for the casting 2. In actual practice I have found the best results are obtainable from aluminum-copper alloys, it being understood that the proportion of copper used depends upon the degree of hardness desired.

In view of the fact that the liner 5 is relatively light in weight, a much higher grade of material may be economically used in its construction than is ordinarily emcast iron engine cylinders, thereby insuring that the cylinder walls will be of substantially homogeneous material throughout their length traversed by the piston. v

To those skilled in the art of making apparatus of the class described, many alterations in construction and widely differing embodiments and applications of my invention will suggest themselves, without departing from the spirit and scope thereof as set forth in the appended claims.

What I claim is:

1. A composite internal combustion motor cylinder. comprising a casting of metallic alloy having high coeiiicients of heat conductivity and expansion and low specific gravity, in comparison with iron, and formed with an inner cylindrical wall surrounded by a water jacket and interiorly surfaced concentrically to the axis of said cylinder, and a tubular member constituting a pistonwear-resisting liner for said cylindrical wall, said member being of substantially uniform cross section in any transverse plane to be traversed by the motor piston and having its outer surface snugly fitting the inner cylindrical wall of said casting throughout the length of said liner to be traversed by the piston.

2. A composite internal combustion motor cylinder comprising a casting of metallic alloy having high coeflicients of heat conductivity and expansion and low specific gravity, in comparison with iron, and formed with an inner cylindrical wall surrounded by a water jacket and interiorly surfaced concentrically to the axis of said cylinder, a tubular member constituting a piston-wear-resisting liner for said cylindrical wall, said member being of substantially uniform cross section in any transverse plane to be traversed by the motor iston and having its outer surface snugly fitting the inner cylindrical wall of said casting throughout the length of said liner to be traversed by the piston and a trunk piston fitted with packing rings operable within said liner, said piston being formed of a metallic alloy having a low specific gravity and a'high coefficient of heat conductivity, in comparison with iron.

3. A casting for a multiple cylinder internal combustion motor formed of relatively softmetal such as aluminum alloy and having inlet and exhaust ducts, and a plate-like insert of wear and heat-resisting metal embedded in the casting, said insert being common to the exhaust ducts of a plurality of the cylinders and formed with valve seats registering with said exhaust ducts.

4. In an engine having a composite cylinder structure, the combination of a casting of metallic alloy having high coeflicients of heat conductivity and expansion and low specific gravity, in comparison with iron, and formed with an inner cylindrical Wall surrounded by a water jacket and interiorly surfaced concentrically to the axis of said cylinder, a piston wear-resisting tubular liner having its outer surface snuglyfitting the inner cylindrical wall of said casting throughout the lengthlof said-liner to be traversed by the'piston, and a member of wear-resisting material formed with a valve seat, said member being separate from the said liner but secured to the said alloy casting in definite relation to the said liner.

5. A composite internal combustion motor cylinder comp-rising a casting of metallic alloy having high coefiicients of heat conductivity and expansion and low specific gravity, in'comparison with iron, and formed wear-resisting liner for said cylindrical wall,

said member being of substantially uniform cross section in any and all transverse planes to be traversed by the motor iston and having its outer surface snugly tting the inner cylindrical wall of said casting throughout the length of said. liner to be traversed by the piston.

6. A composite internal combustion motor cvlinder comprising a casting of metallic alloy having high coefficients of heat conductivity and expansion and low specific "ravity, in comparison with iron, and formed With an inner cylindrical wall surrounded by cooling means and interiorly surfaced concentrically to the axis of said cylinder, ,a tubular member constituting a piston-wearresisting liner for said cylindrical wall, said member being of substantially uniform cross section in any and all transverse planes to be traversed by the motor piston and having the outer surface snugly fitting the inner cylindrical wall of said casting throughout the length of said linerto be traversed by the piston, and a trunk piston fitted with packing rings operable within said liner, said piston being formed of a metallic alloy having a low specific gravity and a high coeflicient of heat conductivity, in comparison with iron.

7. In an engine having a composite cylinder structure, the combination of a casting of metal having a low specific gravity in comparison with iron and formed with Water jacket Walls, a tubular liner of wearresisting material fitted in said casting to form the piston guiding Wall of the cylinder, and a' member of wear-resisting material formed with a valve seat, said member being separate from the said liner but secured to the said casting in definite relation to the said liner.

In testimony whereof I a'liix my signature, in the presence of two Witnesses.

' EDMUND E. ALLYNE. Witnesses:

' N. B. HUIG,

EDWARD R. ALEXANDER.

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