US2073985A - Two cycle engine - Google Patents

Description

March 16,1937; 1.. a; COLLINS 2,073,935

TWO-CYCLE ENGINE Filed Dec. 16, 1932 K 4 Sheets-Sheet l a? v I 2% fl I fizmm if v Inventor .21 0 6. fz'zizz'rzav v llomey March 16, 1937. L. G. COLLINS 2,073,985

' TWO-CYCLE ENGINE Filed Dec. 16, 1932 4 Sheets-Sheet 2 T' y I Inventor .Z''o z azzma March 16, 1937. L, COLLINS 2,073,985

TWO-CYCLE ENGINE Filed Dec. 16, 1932 4 Sheets-Sheet 3 Invntor Zo {5 ZZZ/3926M /I Home y Patented Mar. 16, 1937 UNITED STATES TWO CYCLE ENGINE Leo G. Collins,

Lancaster, N. H.

Application December 16, 1932, Serial No. 647,649

1 Claim.

This invention relates broadly to internal combustion engines and has particular reference to gasoline engines of the two cycle type.

The invention aims to provide an internal 5 combustion engine of the two cycle type that has fewer parts than similar engines now commonly used; is characterized by an arrangement and combination of elements tending to eliminate vibration; and wherein the thrust of the explosion is absorbed through the connecting rods and crank shaft at opposite points at the same time so that torque at the engine support is substantially precluded.

The invention together with its numerous objects and advantages, will be best understood from a study of the following description, taken in connection with the accompanying drawings wherein:

Figure 1 is a longitudinal sectional elevational view taken through the engine the power cylinder being shown at the end of its power stroke.

Figure 2 is a view similar to Figure 1 the power cylinder being shown at the limit of its compression stroke.

Figure 3 is a sectional elevational view at right angles to Figure 2 the parts being shown in a position corresponding to the position of the parts in Figure 2.

Figure 4 is a View taken at right angles to 30 Figure 1, the parts of Figure 4 being shownl partly in section and partly in elevation, and in position corresponding to the positions shown in Figure 1.

Figures 5, 6, and '7, are sectional views taken substantially on the line 5-5, 6-6, and 1-1 respectively of Figure 1.

Figure 8 is a sectional view taken substantially on the line 8-8 of Figure 2.

Referring to the drawings in detail it will be seen that the internal combustion engine embodying the features of the present invention, includes among other parts, a crank case l having a power cylinder H rising therefrom; and cylinder H at its upper end is enlarged diametrically to provide a fuel receiving chamber I2 into which fuel, from the carburetor (not shown) is admitted through an intake port l3 provided in the top of the chamber and controlled by a poppetvalve l4.

There is also provided about the cylinder l I a chamber l5. for the circulation of a cooling medium such as water or the like.

Suitably journalled in the crank case I0 is a crank shaft l6 provided with a pair of cranks or throws l1 and a third crank or throw l8. The cranks or throws I! are disposed at about one hundred and eighty degrees relative to the crank or throw 3.

Arranged to reciprocate within the power cylinder II is a compression cylinder I9 that is closed at'its upper end and opened at its lower end. At said upper end the cylinder I9 is provided with a piston 28 arranged to'reciprocate within the chamber 12. Cylinder i9 is con- 10 nected with the cranks or throws I! through the medium of connecting rods 2!, one end of which rods are suitably connected with lateral pins 22 projecting from the cylinder 19 intermediate the ends of the cylinder, and operating in slots 23 provided in the cylinder ll.

Arranged to reciprocate within the cylinder I9, relative to said cylinder is a power piston 24 that is suitably connected through the medium of a connecting rod 25 with the throw or crank 18.

When the fuel in the chamber I2 is compressed, the same is forced from the chamber through a passage 26 provided inthe peripheral wall of the chamber adjacent the inlet port [3, and from the passage 26 the fuel passes througln a passage 21 provided in the peripheral wall of the cylinder I9, and as shown in Figure 1, passage 21 at its upper end opens laterally through the piston 20, while at its lower end the passage 21 opens into the cylinder l9 at a point below the transverse median of the cylinder.

The cylinder IS in a relatively opposite side thereof, and in a plane above the lower end of the passage 21 is provided with an outlet or scavenging port 28 that is adapted to register with a scavenging or outlet port 29 provided in the wall of the power cylinder l I when the parts are in the position shown in Figure 1, that is to say when the cylinder I9 is at the limit of its upstroke, and the power cylinder 24 is at the limit of its down or power stroke.

The cylinder l9 adjacent its upper end is also provided with a suitable spark plug hole in which is arranged a spark plug 30. Suitably mounted on the exterior of the power cylinder II is a spring contact member 3| with which the spark plug 30 engages for igniting the fuel when the parts are in the position shown in Figure 2, that is when the cylinder I9 is at the limit of its downstroke, and the power piston 24 is at the limit of its compression stroke.

There is also provided on the top of the power piston 24 a baflie 32 that is so arranged as to be in suitable position relative to the outlet end of the passage 21 when the parts are in the position shown in Figure 1 so as to cause the incoming fuel to spread in a manner to insure proper combustion,

The operation is thought to be clear from a consideration of the drawings. As cylinder I9 and power piston 24 move from the position shown in Figure 1 to the position shown in Figure 2 a fuel mixture is taken from the carbureter (not shown) through the port I3, valve l4 being open as shown in Figure 2 into the chamber l2, where on the next half revolution, the fuel is compressed, cylinder l9, and piston 24 moving from the position shown in Figure 2 or 3 to the position shown in Figure l or 4. As the gas is compressed, it escapes from the chamber l2 through the passages 26 and 21 into the cylinder I9 and as the cylinder l9 moves down, and the piston 24 moves up to the position shown in Figure 2, the fuel in the cylinder I9 is compressed. The downward movement of the cylinder l9 to the position shown in Figure 2 brings the spark plug 30 into engagement with the contact 5 whereby an electric spark is developed for igniting the fuel compressed between the tops of the cylinder I9 and the piston 24. Obviously upon explosion of the fuel cylinder I9 is forced upwardly and piston 24 forced downwardly on its power stroke.

It is of course to be understood, that a suitable carbureter, together with suitable oiling and electric systems will be employed, but since they are not of the essence of the invention and any well known type of same may be employed, a showing of the same in the drawings has been dispensed with.

Even though I have herein shown and described the preferred embodiment of the invention, it is to be understood that the same is susceptible of further changes, modifications and improvements coming within the scope of the appended claim.

Having thus described my invention, what I claim as new is:

In an internal combustion engine of the character described comprising a stationary outer cylinder, a piston operative in the said cylinder, said piston being provided with a depending cylinder, a guide for the depending cylinder, said guide having a water jacket being adapted to support the said stationary cylinder, a spark plug projecting into the depending cylinder immediately under the piston thereon and having an outwardly projecting electrode, and a spring contact mounted upon the said water jacket, said outer cylinder having an opening in the lower portion thereof through which air can pass and into which the upper portion of the spring projects into the stationary cylinder in the path of the electrode of the said spark plug.

LEO G. COLLINS.

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