US1042975A

US1042975A - Internal-combustion engine.

Info

Publication number: US1042975A
Application number: US56040310A
Authority: US
Inventors: John M Sailer
Original assignee: WILLIAM MUSSER
Current assignee: WILLIAM MUSSER
Priority date: 1910-05-10
Filing date: 1910-05-10
Publication date: 1912-10-29
Anticipated expiration: 1929-10-29

Description

J. M. SAILER.

INTERNAL COMBUSTION ENGINE.

APPLTGATION FILED MAY 10,1910.

1,042,975. Patented 0013.29, 1912.

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INTERNAL GOMBUSTION ENGINE.

APPLTGATION FILED MAY 10 19 0.

1,042,975. Patented 001129, 1912.

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Susana/1 This invention 1 first', toprovide an improved explosion en U sirATEs PATENT orrion.

.ioHiv SAILER, or JANEsvIL E, Wisconsin, AssIenon or} ONE-HALF ro WILLIAM nnssnn, OFIOWA CITY, IOWA.

citizen of the United States, residing at- Janesville, county. of Ro ck,'State of Wisconsin, have invented certain new and useful Improvements in Internal Combustion Enginesnof which the following is a specification. l

internal combustion engines.

The 'main objects of this invention are,

" gine which is powerful and at the same timecompact; second, toprovide in animjproved explosion englne anulmproved arrangement of cylinders. whereby the power is most-efiectively delivered to the crank shaft; third, to. provide in anvexplosion engine an improved means for supplying or delivering the explosive mixture to the en- "gine cylinders.

by/the devices and 0 means following spec fication.

" Further objects and objects relating. to

structural detail will definitely appear from thedtailed description to follow.

Ijaccomplish theobjects of my invention p described in the The structure described constitutes ;one effective embodiment 'of my invention.

Other embodiments would be readily devised those skilledin the art.

' {The invention is clearly definedand pointed. out in the claims.

A structure constituting an efi ectiveand preferred embodiment of the features ofmy invention is clearly illustrated in the accompanying drawing, forming a part of this specification, inwhich:

,Figure 1 isa pla11 View of a structure em .bodying the features of my invention, portions being broken away to show structural details. Fig. 2 is a detail vertical section taken on a line correspondingto line 22 of Fig. 1. Fig. 3 is a vertical section through the charging cylinders, taken 011 a line corresponding to line 3+3; of Fi-g."1. Fig. 4 is a-corresponding vertical section through the lowerportion of the charging cylinders and the crank casing, take-Iron a line corresponding to line i -,4:- of Fig. 2.

Fig. 5 is a detail vertical section taken on a line correspondingto line 5-5 of Fig. 1,

showing details of the charge delivery conmotions to the-engine. cylinder.

Specification of Letters Patent.

relates to improvements in the charging chamber 16.

- INTERNAL-COMBUSTION nema.

- Patented oet. 29,1912.

I A ii plic ation filed May 10,1910. Serial No. 560,402.

Inthe drawings, similar reference numerals refer to similar parts. throi'ighout the several views" and the sectional gviews are takenlooking int-he direction of the little arrows at the encls'of the section lines.

Referring to the -;drawing, I provide ,a plurality of engine cyl nders, the. structure illustrated having 'f0L1l,,WlllCl1 are deslg- ,nated generally by the

numerals

1, 2, 3, and 4. Thesecylinders are provided with suit ablewater jaekets, which, however, form 110 part of my present invention and aretherevcentral position, one pair of pistons being on their out stroke and the other on their in stroke.

shown, in the drawing, are horizontally disposed and .cast integrally with a centralcasing-like body 8, into which they'open at their inner ends. A charging cylinder 9 is provided' 'for each set of engine; cylinders.

These charging cylinders are mounted on the casing '8 (,see'Fig. 2). These charging cylinders are connected to a carbureter, as

10,where a carburetor is used, through the pipe 11 and the chambers 12, the chambers '12 being connected to the charging cylinders through ports controlled by the check valves 13. connecting it with these chambers 12. Both the charging cylinders are connected through ports controlled by the check valves 15 to This charging chamber is connected through the delivery pipes 17 and the headers 18 to the cylinders, the connection for the headers to the outer ends of the cylinders being controlled bythe cylinder inlet valves 19. The charging cylinders are preferably connected by the pipeyas 20, having a valve 21 therein. By

the manipulation of this by-pass connection for the charging cylinders, the quantity of charge delivered to the cylinders may be regulated, as is obvious,.as','if the valve is; "open or partially open, more or less of the charge will pass from one charging cylinder-to the other instead of to the charging The pipe 11 has branches 14c These pistons are connected to the common crank shaft 6 by means of the piston rods 7. The engine cylinders, in the structure chamber 16. The. valve illustrated is a hand controlled globe valve. A valve controlled by a governor may be substituted therefor if desired. By thus arranging and connect- 5 ing the cylinders, all thecylinders of a 'set are charged with the same pressure and quality of explosive mixture, thus maintaining an even stroke for the engine and securing a balanced working thereof. 1

The plungers or pistons 22 for the charging cylinders are connected by their piston rods 23 to the crank shaft 6, the piston rods of oppositely arranged engines and one of the charging cylinders being in the same vertical plane, so that the strain on the crank shaft is minimized. The connections for the piston rods to the engine and charging pistons preferably consist of segment bearing members 24 on the piston rods 7, arranged to engage the crank shaft. The piston rods 23 are provided with cross pieces 25 at their inner ends, to which the segmentlike bearing members 26 are connected, the bearing members 26 being adapted to embrace the bearing members 24 of the piston rods 7 This provides a very simple connection for the piston rods to the crank shaft and at the same time one which is very strong and durable, and enables the placing of the cylinders in alinement so that two of the engines and one of the charging cylin ders are connected to the same crank offset of the crank shaft. The bottom of the casing Sis adapted to serve as a lubricant receptacle, so that the crank shaft, striking into the lubricant as the crank shaft revolves, splashes the same onto the bearings.

My improved engine is very powerful in proportion to the fuel consumed and runs at a comparativelyeven speed.

I have illustrated my invention in a simple embodiment thereof, which I found practical. I am aware, however, that structural details can be greatly varied and I desire to stood by those skilled in this art, I havenot attempted to illustrate or describe the same herein.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent is: 1. The combination of a plurality of engine cylinders arranged in synchronously charging and exhausting sets; a charging cylinder for each set of engine cylinders; pistons for said engine and charging cylinders; a common crank shaft to-which said pistons are connected; a carbureter; inlet so chambers for said charging cylinders connected to said carbureter; a common discharge chamber 'for said charging cylinders;

a valve-controlled by-pass connection for said charging cylinders and-delivery con:

nections from saidcharging .chamber toisaid be understood as claiming the same, but as these details will be very readily under-.

engine cylinders comprising headers on said cylinders, and inlet valves for said cylinders opening into said headers.

2. The combination of a plurality of engine cylinders arranged in synchronously charging and exhausting sets; a char g cylinder for each set of engine cylinfdf s; pistons for said engine and charging cylinders; a common crank shaft to which said pistons are connected; a carburetor; inlet chambers for said charging cylinders connected to said carbureter; a common discharge chamber for said charging cylinders; and delivery connections from said charging chamber to said engine cylinders comprising headers on said cylinders, and inlet valves fo'r'said cylinders opening into said headers;

3. The, combination of a plurality of engine cylinders arranged in synchronously charging and exhausting sets; a charging cylinder for each set of engine cylinders;

pistons for said engine and charging cylinders; a common crank shaft to which said .pistons are connecteda common discharge chamber for said 0 arging cylinders; a

valve-controlled by-pa'ss connection for said charging cylinders; and delivery connections from said charging chamber to said engine cylinders comprising headers on said cylinders, and inlet valves for said cylinders opening into said headers.

4. The combination of. a plurality of engine cylinders arranged in synchronously charging and exhausting sets; a charging cylinder for each ,set of engine cylinders;

pistons for said engine and charging cylinders; a common crank shaft to which said pistons are connected; a common discharge chamber for said charging cylinders; and

delivery connections from said charging 10 chamber to said engine cylinders comprising headers on said cylinders, and inlet valves for said cylinders opening into said headers. 5. The-combination of a plurality of engine cylinders arranged in synchronously charging and exhausting sets; a charging cylinder for each set of engine cylinders; delivery connections from said charging cylinders to said engine cylinders; pistons for said engine and charging cylinders; and a common crank shaft to which said pistons are connected, all ooacting for the purpose specified.

.6. The combination of a plurality of engine cylinders arranged in synchronously charging and exhaustin sets; a charging cylinder for each set 0 engine cylinders; a'common charging chamber to which said charging cylinders deliver; a valve controlled by-pass connection for said charig ing i 7 Thecombinatibn of a plurality'of engine cylinders arranged in synchronously charging and exhausting sets; acharging cylinder for each set of engine cylinders; a common charging chamber to which said charging cylinders deliver; and delivery connections from said charging chamber to said engine cylinders for synchronously charging all of the cylinders of a set.

8. The combination of a plurality of engine cylinders arranged in synchronously charging and exhaustingsets; a charging cylinder for each'set of engine cylinders; a common charging chamber to which said charging cylinders deliver; and delivery connections from said charging chamber to said engine cylinders for synchronously charging all of the cylinders of a set.

9. The combination of a plurality of engine cylinders arranged in synchronously charging and exhausting sets; charging cylinders for the sets of engine cylinders; delivery connections from said charging cylinders to said engine cylinders; and means for synchronously charging all of the cylinders of a set from the same charging cylinder, all coacting for the purpose specified.

10. The combination of a plurality of engine cylinders arranged in synchronously charging and exhausting sets, and means for synchronously charging all of the cylinders of a set comprising a charging chamber, a header for each set common to all of the cylinders of the set, and connections from said headers to said compression chamber.

11. The combination of a plurality of engine cylinders arranged in synchronously charging and exhausting sets, and means for synchronously charging all of the cylinders of a set comprising a compression chamber common to all of the clyinders of a set.-

In witness whereof, I have hereunto set my hand and seal in the presence of two Witnesses.

JOHN MLSAILER; [L.s.]

Witnesses:

LUELLA G.- GREENFIELD, F. Gnn'rnonn TALLMAN.