US1047860A - Internal-combustion engine. - Google Patents

Description

W. I. TWOMBLY. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED AUG.15, 1910. 1,047,860. "Patented Dec. 17, 1912.

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- m NEY W. I. TWOMBLY. INTERNAL COMBUSTION ENGINE.

APPLIUATIONIILED AUG. 15, 1910. 1,Q4 7,860 Patented Dec. 17, 1912.

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INVENTOR;

ATTORNEY willardlrvingwombw, Y Q

W. I. TWOMBLY. INTERNAL COMBUSTION ENGINE.

.APPLIOATION rmm we. 15, 1910. 1 47,860, Patented Dec. 17,1912.

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. m0 Nev w. I. TWOMBLY. INTERNAL COMBUSTION ENGINE.

1 APPLICATION FILED AUG. 15, 1010. 1 47,86() Patented Dec. 17, 1912.

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INVENTORI WITNESSE i I wmardIrvlng mombly," 0L 5%: 7 v; 7 4 A ATTORNEY w. 1. TWOMBLY. INTERNAL COMBUSTION ENGINE. APPLIOATiON FILED AUG. 15, 1910.

1,047,860. v Patented Dec. 17, 1912.

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lNVENTOR:

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WILLARD IRVING TWOMBLY, OF NEW YORK, N. Y., ASSIGNOR TO TWOMBLY MOTORS COMPANY, OF NEW YORK, N. Y., A CORPORATION OF NEW YORK.

INTERNAL-COMBUSTION ENGINE.

1 047 3 Specification of Letters Patent.

Patented Dec. 17 1912.

Application filed August 15, 1910. Serial No. 577,178.

To all whom it may concern:

.Similay characters of reference designate Other objects and advantages will here- Be it known thatv I, VVILLARD IIWING inafter appear. TwoMBLY, a citizen of the United States,re- In the drawings accompanying and formsiding in the borough of Manhattan, in the ing a part of this specification, Figure 1 city, county, and State of New York, have 18 a plan view of my improved engine with 60 invented new and useful Improvements in .the cover of the crank case removed, the Internal-Combustion Engines, of which the combustion chambers of the piston cylinders following is a specification. being shown in section as .well as the ex- This invention relates to internal combushaust outlets, and the cover or top of the tion engines wherein a pair of opposed pisfuel chamber removed. Fig. 2 is a side ele- 66 ton cylinders are connected in alinement to vation. Fig. 3 is a sectional end elevation the crank case,'and having a piston towork taken on the line A-A of Fig. 2, looking in a pair of opposed cylinders, the said pis- 1n the direction of the arrow. Fig. 4 is an ton being connected to the crank shaft withenlarged sectional plan view taken on the r in the working portions of the cylinder, and line B-B of Fig. 2. Fig. 5 is a sectional relates particularly to that class of engines slde elevation of the pistonfand illustrates known as the four cycle type, wherein an exthe manner of connecting the same to the plosion of fuel mixture or combustible macrank shaft. Fig. 6 is a sectional end elevaterial takes place in each cylinder of the tlon of the piston taken on 'thelineC- C of 20 engine upon alternate revolutions of the Fig. 5 looking to the right thereof." Fig. 7 crank shaft. I is a sectional end elevation of the piston to It is the primary object of the invention illustrate the manner of mounting the roller to provide an engine of this type which is bearing on the wrist pin of the crank shaft simple, compact and light in construction, and means to automatically adjust. said 25 which is durable and eflicient in operation, bearing to take up any wear or play between and comprising a small number of parts so the piston tracks and bearing, said section arranged to be readily accessible and debeing taken substantially on the line D-D v l high ow r,, v of Fig. 5. Fig. 8 is a sectional plan view A. further object of the invention is 'to of the parts shown in Fig. 5 taken sub 80 improve and simplify the construction of stantially midway thereof. Fig. 9 is an enthe piston cylinders, comprising a combuslarged detail plan view of the valve mechtion and. ignition chamber for each cylinder anism. Fig. 10 is an enlarged sectional side having fuel intake and exhaust ports in elevation of the valve mechanism. Fig. 11. alinement with each other with valves to is a'detail plan view of the cover for the e5 operate therein, whereby to always insure rank cas F g- 12 is a s i nal end 'elevaa fresh supply of combustible material and tion of said cover taken through the line the ignition of the same, and a complete ex- FF, Fig. 11. Fig. 13 is a sectional end haustion of the spent gases of combustion elevation of a pump to mechanically oil the from the COIIloJSlIlOII chamber after an exoperative parts of the engine, part of the 40 plosion has taken place. crank case being shown in section to ilius- A further object of the invention is to irate themanner of constructing the oil well improveand simplify the construction and therein and the connection of the pump operation of the valve mechanism to conthereto, the pump plunger being shown optrol the supply of fuel to the combustion eratively connected to the crank shaft. Fig.

. 45 chamber and the exhaustion of the spent 14 is an enlarged detail end elevation of the products of combustion therefrom comprisblower casing located below the crank case, ing a pair of valves, the stem of one of which 'the casing being partly broken away and valves is slidably mounted in the stem'of showing a fan or blast wheel rotatively the other valve, andmeanstonormallymainmounted therein to mechanically cool the 50 tain both of said valves closed, the valves engine. Fig. 15 is a bottom view of the ms 10 being alternately operated or opened by a ing, shown in Fig. 14. being partly broken cam on a cam shaft 0 erated from the crank away to illustrate the construction and shaft, and the opening of either of said mounting of the fan wheel therein, and the valves exerting an increased closing preslocation of the air outlets.

55 sure upon the other 'valre-j 1 I10 fike partsthroughout the different views of the drawings. j

As a preface toa further description of my improved engine I desire to sta that the same is shown as consisting of an air cooled four-cycle engine, although it will be obvious that the same may be constructed as a water or combined water and air cooled engine, and I have shown the same as comprising two pairs of opposed cylinders fixed in alinement-to a crank case, and as an explosion takes place in one cylinder, one of the cylinders will be exhausting, compression of combustion material or fuel taking place in another cylinder, and the other cylinder is taking or sucking in combustible material or fuel. Furthermore the engine will work just as effectively if one pair or three or more pairs of cylinders are utilized.

1n. the present instance I provide a crank case 1 of rectangular or box-like construction open at the top and provided with a removable cover 2, so as to readily get' access to the working parts of the engine, the said crank case also having openings in the end walls 2', 3'. (which walls extend from the bottom to the top thereof) for the pas sage of a crank shaft 3 which'is rotatively mounted therein by means of ball bearings 4. I

In the construction shown the ball bearing at the right (Fig. 4:) is carried inia boss 5 formed in a bracket 6, which boss engages in the said opening in the end of the crank case and secured thereto as by screws or bolts 7, the said bracket serving to support the engine as in the frame of a motor vehicle in any suitable manner. crank shaft is also provided with a thrust bearing 8, a washer 9 being interposed between said bearing and the ball bearing to retain the latter in place, and a washer 10 is secured to the boss 5 of the bracket 6 to retain the thrust bearing in place and also prevent any foreign matter, such asdust,

entering the bearing. The thrust bearing is interposed between the roller bearing of the crank shaft and the hub of a fly wheel 11, which latter is fixed to the crank shaft and constructed to also form one member of a friction cone clutch to connect the engine with the driving mechanism of'a motor vehicle or the like.

The roller bearing at the left hand end of the crank shaft- (Fig. 4) is carried in a cup shaped bushing 12 engagingin the opening in the end wall 3' of the crank case, a washer 13,- securcd in place-by bolts or screws 14: engaging in tapped holes in the crank case, (which bolts also serve to maintain the bushing in .place,) retaining the ball bearing in place and also preventing dust and the like from entering said bearing.

Piston. cylinders 15 having outwardly- This end of the projecting fins ticns 16 which openings" 31 in the sides of the crankcase and have a lap-joint connection 32 within the crank case, the said cylinders also being provided with laterally-projecting flanges 17 which abut against the sides of the case and are secured tothe latter by means of bolts 18 passing through said flanges and engaging in tapped holes in the crank case. Thesleeve portions of the cylinders are provided with oppositely-disposed slots 19 to permit of the passage of the crank shaft, and have a second pair of oppositely-disposed slcts 20 located at right angles to the slots 19 for the passage of the wrist pin of-the crank shaft during the rotation of the latter. Projecting outwardly from the cylinders are chambers 21 which are offset from the center of the cylinders and communicate with the bore thereof and constitute the combustion and valve chambers,

said chambers have each a fuel inlet port 22 and an exhaust port 23 in alinement with each other. The chambers 21 of the piston are provided with sleeve p orengage in oppositely-disposed cylinders have channel shaped portions projecting parallel with the cylinders to abut against the adjacent sides of the crank case and with the chambers 21, and the adjacent side walls of the crank case serve as fuel chambers 24: open at the top and having each a removable cover 25 secured in place by astrap 25 and bolts 26, said cover resting upon a laterally-projecting flange of the crank case and the top of the combustion chamber to 'form an entirely closed fuel chamber. The fuel intake port 22 of the combustion chamber 21 communicates with said fuel chamber 2 1, and a port 26 in a conduit 27 extending along the top of the side wall of the crank case also communieating with said fuel chamber. The conduit 27 has an inlet port 28 in communication with a fuel outlet port in a manifold duct or conduit 29 in the cover of the crank case, and said conduit 29 having a fuel inlet port 30 to communicate with the source of fuel supply, such as a carbureter (not shown.) which may be directly fixed upon the cover of the crank case. Aspark plug Sis screw threaded into the combustion chambers just below the exhaust port 23 so that the spark points will project into the path of the, incoming combustible material or fuel through port 22 and will always be in a fresh mixture of combustible material which will be readily fired by a spark gento operate in a pair of opposed cylinders and connected to the crank shaft within the v working portions of the cylinders, and comprise a pair of 'releasably eonnected heads 33 and 34:, having the usual rings 34". The

' head 33 is "the end thereof, the

memos provided with a sleeve portion cast integral with said head and having a tongue and head 34. The sleeve portion has a pair of oppositely-disposed slots 37 out through other end extending somewhat into the piston head proper 33, the free end registering with a recessed or cut-out portion 38 in the head 34, said opening permitting of the slipping of the piston onto the crank shaft 3 and the reciprocation of the piston transversely to the axis of the crank shaft, and also prevents rotation of the piston. The sleeve portion 35 is also provided with a second pair of oppositely-disposed slots or openings 39 which are substantially at right angles to the openings 37 to permit of rotary movement of the wrist of the crank shaft within the piston through its orbitof movement which in the present. instance is greater than the diameter of the piston. The piston heads are recessed, as at 33', 3t',,said recesses with the inner faces of the end walls of the piston cylinders 15 form compression chambers.

Adjustably secured within the sleeve portion 35 with the ends engaging in the slots tie-rods or bolts'42 site sides of the wrist pin 33 are a pair of tracks '10 to engage at oppoof the crank shaft, the said tracks near their outer ends abutting against. inwardly-projecting lugs 41 on the sleeve portion, and secured in place by screw threaded into the backs of said tracks and locked in place. by means of jam nuts 43, washers 44 being interposed between said lock-nuts 43 and tracks, the ends of which engage between the lugs 41 to prevent sliding or endwise displacement of the tracks. The bolts pass through the piston heads and are engaged outside thereof by jam nuts backs of the tracks up against the lugs 4'1 and lock them rigidly inposition. The faces 45 of. the tracks are inclined or beveled, a beveled roller of the crank shaft having a rolling engage.- ment with said faces and constituting the connection between the piston and the crank roller bearing on the wrist pin i normally malntalned closed or seated in the ports 22, 23 by means of a spring 66, coiled about the confined between the projecting ends ofa -.key 67 passing; of the exhaust 68 in the stem of the fuel-intake valve. The: other end of the spring is seated in a shaft. The consists of a ring 47 having an internal and external bevel, comprising substantially a cone shaped ring. The wrist pin 46 of the crank shaft is also tapered or beveled the inclination of which is opposite to the inclination, of the inner surface of the ring, and tapered rollers 48 carried by an inclined or tapered carrier 49 interposed be tween the wrist pin and the ring 47.

Passing through openings inthe crankshaft Wrist at opposite sides of the roller bearing are a pairof springs 56, 51, and

maintainedin said openings by set screws 52, the free ends of which springs are bow shaped. The ends of the spring 51 hear groove connection 36 with the bearing on the Wrist pin 46 j as a means to ad ust the exhaust valve to- .compensate for wear or regrinding. of the 5 valve or its seat.

just said roller bearing 1 gagement with 44 to draw the fjecting portion 64' slidably mounted in a 1 bushing 65 1 case. The screw threaded engagement of the shaped locking i accidental rotation against the ring 47 at opposite sides of the Wrist pin, and the ends of the spring 50 likewise bear against the roller carrier-19, to exert a pressure the reverse of the pres sure of the spring 51 to automatically adto take up any play or wear between the wristof the crank shaft and the piston tracks.

For the purpose of controlling the supply of fuel mixture to the combustion chamber 21- and the exhaust ofthe spent products of combustion from said chamber, 1 provide suitable valve mechanism comprising a valve 55 seated in the inlet port 22 for the control of the fuelintake, the stem of said valve being hollow and at the end provided with a lock nut 69. Slidably mounted in a? bushing 57 screw threaded into the side wall of the crank case is a tappet or cam follower 56 in the form of a tubular member, one end of which abuts against the nut 69 and the other end'projecting into the crank case, the said tappet 56 having an oil hole 58 for the purpose of supplying lubricant to the interior thereof. The nut 69 also serves as a means to adjust the stem of the fuel valve to compensate for wear or regrinding of said valve or its seat.

An exhaust valve 55 is seated in the port 23 oppositely to the valve 55 the stem 59 of which is slidably mounted in the stem of the fuel-intake valve, and the tappet 56, with its free end screw threaded'into a laterallyprojecting portion 60 of one arm of a yoke member 61, thesaid end also having a sawcut 62 therein. and a set screw 63 engaging in a tapped hole passing through the saw-- cut portion of the stem to draw the same together and lock the valve stem 59 in enthe yoke arm 60. The other arm of the yoke 61 also has a 'lateral'lyproin the opposite Wall of the crank valve stem 59 with the yoke 61 also serves The fuel-intake and exhaust valves. are

stem of the fuel-intake valve and through aslot in the stem valve and slidable in a slot cupnut 69 in screw threaded engagement with the stem of the fuel valve. This nut 69 is provided with a saw cut 70,. a screw 71 passing through that portion of the nut in which the saw cut is located, to

draw the nut firmly together and prevent at the on the: valve stem. The nut 69 also serves to adjust the spring 66 to increase or decrease the tension thereof.

tapped holes 74.

ofv the crank case and also in a rib extending across the top of said case by means of suitable bearings 74, and maintained there-in by caps 73 secured by screws engaging in the rotation engages with a wheel or roller 75 rotatively carried by" the portion 6 1 of the 1 thereby forcing ,the valve .55 away from its seat against the tension of the a A pair of cams 76 located on the cam "72 .engage with a hardened collar or ring 7 7. on the end '1 yoke 61 .and

spring 66. camshaft opposite the of-the tappet 56, which --tappet abuts against the nut 69 .on the stem of the fuel-intake valve 55 causing the-said valve toslide on the stem of the exhaust valve to force it away from its the'tension of the springi66 and open' the same. i I For the purpose of readilyremoving the fuel-intake and exhaust valves,- I, constructthe seat for the exhaust valve in "'a bushing v 78 screw threaded into the combustion the yoke 61 when the chamber 21 and in which bushing a manifold pipe7 9 engages for the purpose of leading ofi" the spent products of combustion. It willbe noted that the fuel chamber 24' also is in the nature of a valve chamber through which the stems of the valves pass. To remove the valves it is only necessary to'remove the bushing 78, the screw 63 is then re leased when the exhaust valve may be freely rotated to disconnect it out of screw threaded engagement with the projection 60 of valves may be pulled out through the opening in which the bushing 78 engages. To removeithe exhaust valve the nut 69 is released to decrease the tension of the spring 66 when the key 67. is slipped through the slot in the stem '59 and the exhaust valve stem drawn out from the fuel valve stem. It will be noted that as one of the valves is opened by its cam or cams, the opening movement of such valve will compress the spring 66 and thereby exert an increased closing pressure. on the other :valve. H

The cam shaft 73 is operated by the crank shaft 3,a gear80 fixed on the cam shaft meshing with a gear 81 on the crank shaft 3, the ratio between the gearing being two to one; that is, two revolutions of the crank shaft will transmit one revolution to the cam shaft, and the cams 7'2, 76 are solocat-ed on the cam shaft and timed to. alternately v shaft. (Fig.8.)

open the exhaust and fuel-intake valves.

In an engine constructed as shown in the drawings with two pairs of opposed cylinders 1n alinement, the cams for the difierent The said cam during its.

seat in the .port- '22 againstsaid ducts. ends of said ducts 92 are outlets 96 to which .are connected by means of unions or coucylinders are so timed that when an explosion takes place in one cylinder, upon a further rotation-of the crank shaft of approxi- -mately 180 degrees or one half of a revolution, the valves in one of the combustion chambers of the piston cylinders will be closed anda compression of combustible material or fuel taking place therein, while in another chamber the exhaust valve will be opened and the spent products of combustion being forced out, and in the other chamber the fuel-intake valve will be opened and the piston sucking or taking in afresh charge of fuel or explosive mixture.

As already stated, the valves of a cylinder at one side of the crank shaft are slightly ofiset from, or arranged out of line with,the valves of its opposed cylinder, but in a, plane parallel with the axis of the cylinders, (Fg. 1,) this construction permitting of the locating of the cylinders in alinement and the proper locating, of the cams on the cam shaft so that each of the valves will be positively operated by an independent cam or cams.

For the purpose of mechanically supplying lubricant to the working parts of the engine I provide in the bottom of the crank case -1, preferably cast integral therewith, an oil well 85 into which extends a pump chamber, (designated in a general way by H) said chamber having laterally-projecting flanges whereby it is supported in the bottom of the crank case and secured thereto by screws 86. The-pump chamberis provided .witha central bore 87 in the bottom of which is screw threaded a plug 88 having an inlet 89 communicating with the central bore 87, the lower end of said inlet being countersunk or beveled and the inner end constructed to form a seat fon. a ball 89. Branching out from the bore 87 are a pair of outlets 90, which may be formed by drilllng in from the side of the pump chamber,

and then closing the outer end of said drill] hole by means of a plug 91. A pair of ducts 92, parallel with the central bore 87, com municate at their lower ends with the branches 90- from the central bore 87 balls 93 being seated in the elbow formed by the ducts 90, 92 and maintained in their seats by springs 94; confined between said balls screwed into the upper ends of and plugs 95 Branching out from the upper plings 97, ducts 98 leading up through the crank case and along the top of the side walls thereof, the 'said ducts 98 being providedwith outlet nipples -or spouts 99 at a point over the top of the cams on the cam A reciprocatory plunger or piston 100 en gages in the central-bore 87 of the pump chamber and at its outer end is pivotedly a the top of the pump connected, as at 101, to one of a pair of connected straps 102, encircling a cam or eccentric disk 103, and which may form a part of the gear 81, fixed to the cam shaft, as by means of a key 104, engaging and rotating in said straps 102, and as the crank shaft revolves reciprocating the plunger 100. At chamber the plunger may be provided with suitable packingv 105, in the present instance shown as confined between a boss 106 at the top of the pump chamber and a cap 107 having a screw threaded engagement with the boss 106.

To regulate the flow of the oil I rovidea needle'valve 108 having a knurled ead and having screw threaded'engagement with a tapped hole 109'inthe bottom of the oil well.

The hole 109 is counterbored for aportion of its length, and has seated therein a plug 110 through which the needle valve also passes, suitable packing 111 being provided for said valve and confined between the plug 110 and the bottom of the counterbore to .the piston.

prevent the oozing out or dripping of lubricant from the oil well. By removing the needle valve*108 and plug 110 all of the oil may be readily drained from the oil well. Asthe crank shaft rotates the eccentric disk 103 rotating in the straps 102 causes the piston 100 to reciprocate each revolution of the crank shaft imparting one reciprocation to During the upward stroke of the piston the sucking action will draw the 'ball 89 away from its seat and 'suck the oil from the oil well through the opening in the plug 88, and as the piston descends the ball 89 is again seated and the oil sucked in during the upward stroke of the piston is forced out through the branches 90 unseating the balls 93 "against the tension of the springs 94, through the outlets 96, and the ducts 98 to the outlets or spouts 99 from whence it drips onto the cams, pistons and the crankshaft be'arings to lubricate the same, the oil draininginto the bottom of the crank case from whence it flows into the oil'well to be again utilized. Owing to the great velocity at which the crank shaft is revolved, and the consequent rapid reciprocation of the pump lunger, there will be a steady stream of ubricant supplied, the volume of which'may be regulated by the needle valve 108-in the bottom of the oil well by .screwing it "in or out to increase or decrease the extent of the opening in the plug 88.

To mechanically provide at the bottom of the crank case a casing (designated in a general way by which may be cast integral with the cran case, the to of said casing I forming'the bottom of t e crank case. Said casing'in attached piston cylinders. The casing 1s provided wlth a beveled collars 118 on gal action of the fan air cool the engine, I

tween the lower end of central opening 112 in the bottom thereof, and a pair of openings 113 at the top and below the piston cylinders. Fixed to a stud or spindle 114 rotatively mounted in a pair of bosses 115, 115 in said casing, the axis of which is transverse to axis of the crank shaft is a fan or blast wheel, (designated in a general way by J The lowervboss 115 is supported by a spi er 116 forming a part of the bottom of the casing. These bearings are of a well known t 'pe comprising a cupshaped member 117 seated in-the bosses, and the spindle 114, the said cup and collar constituting a raceway for a series'of balls 119. In the present instance the lower collar has a screw threaded engagement with the stud 114 for the purpose of adjustingthe bearing, and locked mplace by a jam nut 120. Fixed on said stud 114 is a beveled pinion 121 meshing witha beveled gear 122 fixed on the crank shaft, the gear 122 in. the present instance consisting of a pair of releasable segments to facilitate the placing of the same-upon the crank shaft, and have mating lugs 123 in which engage bolts 124 for the purpose of securing the segments together.

The blast or fan wheel J comprises a series of circumferentially disposed spoon shaped blades or vanes 125 fixed at their ends, as by means of rivets, to a pair of annular side plates 126, 126. The said fan wheel is secured to the spindle 114 as by means of aset screw 127 passing through a hub 128 from which radiatespokes or arms 129 fixed at their outer ends to one of the vanes or blades 125. As the engine is operated the fan is caused to rotate by means of the meshing gears 121, 122, the centrifuwheel sucking or drawmg air through the opening 112 and-- forcing it through the outlets 113, where it is directed up around the ends and sides of the piston cylinders and between the cylinder fins by means of deflectors 130 fixed to the fan casing and projecting upwardly around the sides and ends of the cylinders. (Figs. 3, 4, 14, and 15.) The deflectors lie close to the outer edges of the cylinder fins and as the fan casing is so proportioned that one.

end projects to some extent, beyond the sides bf the piston cylinders the deflectors 130 are curved inwardly as clearly shown in Fig. 14 at 131.

The left hand end of the crank case (Fig.

chamber separate from the crank case proper, consisting ofthe end wall 3', the projecting ends of the side walls, and an end wall 3-, the driving gears for the cam shaft as well as the oil being located therein. An opening 4 bebottom of the crank case permitting the flow of the oil from the crank case into the 011 is constructed with a compartment or pump mechanism the wall 3 and the well. The wall 3" has an opening 5' for the inserting of a crank (not shown) to engage takes place in cylinder 1), fuel compressed in in the end of the crank shaft to manually crank the engine.

The operation of my improved engine is substantially as follows: As already stated, for the purpose of illustration, I have shown in the present instance. only two pairs of opposed cylinders 15 in which the explosions take place in the order indicated by a, b, c and J. Assuming the pistons to be in the osition shown in Fig. 4 with compressed uel or combustible material in the cylinder a with the fuel intake and exhaust valves closed, an explosion having just taken place in the cylinder cl, a fresh charge of combustible material or fuel drawn in the cylinder b, and the spent products of combus tion exhausting from the cylinder 0. As an explosion takes place in the cylinder a; the spent products of combustion are forced out from the cylinder d, fuel compressed in cylinder b, and a fresh charge of fuel drawn into cylinder 0. Upon further rotation of the crank shaft approximately 180 degrees or one half ofa revolution an explosion cylinder 0, a fresh charge of fuel drawn into cylinder d, and the spent products-of combustion exhausted from the cylinders a; during the next one crank shaft an explosion takes place in cylinder 0, fuel compressed in cylinder d. fresh fuel drawn into cylinder (1, and the cylinder 1) is exhausting: During a still further rotation of the crank shaft one half of a revolution an explosion takes place in the cylinder d, fuel compressed in cylinder a, fresh fuel drawn into cylinderb, and the cylinder c is exhausting, when the cycle of operations is repeated.

From the foregoing description it will be noted that one'explcsion takes place in each cylinder during one cycle of operations or .during two revolutions 'of'the crank shaft.

Variations may be resorted to Within the scope of my invention.

Having thus described my invention, 1 claim:

1. In an internal combustion engine, the combination with a crank case and a crank shaft journaled therein, of a cylinder fixed to said ease provided with a combustion chamber having ports with valve seats therein, the valve seat of one port being opposite to the valve seat of the other port; a valve seated in the fuelintake port to control the charge of fuel to the cylinder; a valve seated in the exhaust port to control the exhaust from the cylinder, the stem of said exhaust valve passing through the fuel-intake valve and its stem, whereby the latter valve is slidably supported on the stem of the exhaust valve; a spring coiled about the stem of the fuelintak valve; an abutment shaft so arranged h'alf revolution of the.

fuel-intake and exhaust on the stem of the fuel-intake valve; a key passing through the stem of the exhaust valve with the ends projecting through slots in the stem ofthe intake valve; saidspring confinedb'etween the said abutment and key to normally main-4 tain both valves seated; a cam shaft jour naled in the crank case; and cams on said as to alternately open the fuel-intake and exhaust valves; the opening of one said valves causing the spring to exert an increased closing pressure on the other valve.

2. In an internal combustion englne, the

combination with a crank case and a crankv shaft journaled therein, of a cylinder fixed thereto having alined fuel-intake and exhaust ports; oppositely seated valves in said ports to control the charge of fuel to and the exhaust from the cylinder, one of said valves and its stem mounted upon the stem of the other valve; a spring coiled about the outer valve stem; an adjustable abutment on the outer valve stem; a inner valve stem withthe ends projecting through slots in the outer valve stem; sa'

spring confined between said abutment and key to normally maintain the valves seated;

and said abutment being adjustable to increase or decrease the-tension of the spring; a tappet in the crank case in which the inner valve stem is slidably supported; a cam shaft drivenfrom the crank shaft; and cams on said shaft arranged to engage with the inner valve stem and the tappet to unseat the valves.

3, In an internal combustion engine, the combination with a crank case and a crank shaft journaled therein, of a'cylinder fixed to said case having a combustion chamber with alined fuel-intake and exhaust ports; a valve for the fuel-intake port; a valve for the exhaust port seated oppositely to the intake valve, the stem of which exhaust valve passes through the fuel-intake valve and its stem; a spring coiled about the stem of the fuel intake valve; a key passing transversely through the exhaust-valve stem with the projecting ends=passing through slots in the fuel-intake valve stem; an adjustable nut on the end of the fuel-intake valve stem; said spring confined between said key and nut and tensioned to normally maintain both valves closed; a cam shaft journaled in the crankcase and driven from the crank shaft; and cams on said shaft to operate the valves.

l. In an internal combustion engine, the combination with a crank case and a crank shaft journaled therein, of a cylinder fixed to said case having a combustion chamber valve for to the inaust valve valve for the fuel-intake port; a the exhaust'port seated oppositely take valve, the stem of which ex passes through the fuel-intake valve and its with alined fuel-intake and exhaust ports; a

key passing through the i valves closed; a tubular tappet slidably mounted in the crank case with one end abutting against the end of the fuelintake valve stem and in which the stem of the ex haust valve is also slidably'mounted; a cam shaft journaled in the crank case and driven from the crank shaft; and cams on said shaft to operate the valves.

5. In an internal combustion engine, the

combination with a crank case and a crank 4 shaft journaled thereimof a cylinder fixed to said case having a combustion chamber with alined fuel-intake and exhaust ports; a valve for the fuel-intake port; a valve for the exhaust port seated oppositely to the intake valve, the stem of which exhaust valve passes through the fuel-intake,- valve and its stem; a spring coiled about the stem of the fuel-intake valve; a key passing transversely through the exhaust-valve stem with the projecting ends passing through slots in the fuel-intake valve stem; an adjustable nut on the end of the fuel-intake valve stem; said spring confined between said key and nut and tensioned to normally maintain both valves closed; a cam follower in the form of a tubular tappet slidably mounted in the crank case coaxial with the stem of the fuel intake valve and in which the stem of the exhaust valve also slidably engages; a slidably mounted yoke shaped member releasably connected to the exhaust-valve stem; a roller carried by said yoke member; 'a cam shaft journaled in the crank case and driven from the crank shaft; and cams on said shaft to engage with the yoke roller and the tappet-so timed to alternately open the valves.

'6. In aninternal combustion engine, the

combination with a crank case and a crank shaft journaled therein, of a cylinder fixed to said base having a combustion chamber with alined fuel-intake and exhaust ports; a valve for the fuel-intake port; a valve for the exhaust port seated oppositely to the intake valve, the stem of which exhaust valve passes through the fueldntake valve and its stem; a spring coiled about the stem of the fuel-intake valve; a key passing transversely through the exhaust-valve stem with the projecting ends passing through slots in the fuel-intake valve stem; an adjustable nut on the end of the fuel-intake valve stem; said spring confined between said key and nut and tensioned to normally maintain both valves closed; a tubular tappet slidably mountedin the crank case coaxial with the 'fueLintake valve; the opening. of

fueldntake valve stem and in which the stem of the exhaust valve is slidably mounted; a yoke-shaped member having laterally-projecting portious,-one of which is slidably supported in the crank case, the other slidably supported in the tappet and having a screw threaded engagement with the end of the exhaust-valve stem; a roller carried by said yoke member; a cam shaft journaled in the crank case and driven from the crank shaft; a cam on said shaft to engage With the yoke roller to open the exhaust valve; cams on said shaft at opposite sides of the exhaust-valve operating-cam to engage with the tappet to open the fuel-intake valve; the opening of one valve causing the valve-seating spring to exert an increased closing pres sure on the other valve.

7. In an internal combustion engine, the combination with a crank case and a crank shaft journaled therein, of a cylinder fixed to said case having a combustion chamber v with alined fuel-intake and exhaust ports; a valve for the fuel'intake'port; a valve for the exhaust port seated oppositely to the intake valve, the stem of which exhaust valve passes through the fuel-intake valve and its stem; :1 spring coiled about the stem of the fuel-intake valve; a key passing transversely through the exhaust-valve stem with the projecting ends passing through slots in the fuel-intake valve stem; an adjustable nut on the end of the fuel-intake valve stem; said spring confined between said key and nut and tensioned to normally maintain both valves closed; a tubular tappet slidably mounted in the crank case with one end abutting against the fuel-intake valve stem and in which the stem of the exhaustwalve also slidably engages; a yoke-shaped memher having laterally-projecting portions, one of which is slidably supported case, the other slidably supported in the tappet and having a screw threaded engagement with the end of the exhaust-valve stem; a roller carried by said yoke member; a cam shaft ournaled In the crank case and driven from the crank shaft; a cam on said shaft to engage with the yoke roller to open the exhaust v alve; cams on said shaft at opposite sides of the exhaust-valve operating cam to engage with the tappet to open the one valve causing the valve-seating spring to exert an increased closing pressure on the other valve; said nut onthe end of the fuel-intake valve stem serving to adjust said valve to compensate for Wear or grinding of saidvalve or its seat,-and the screw threaded engagement of the exhaust-valve stem with the yoke member serving to adjust said valve to compensate for wear or grinding of said valve or its seat.

8. In aninternal combustion engine, the combination with a crank case and a crank in the crank shaft journaled therein, of acylinder fixed to said case having a combustion and valve chamber in an integral part thereof with alined fuel-intake and exhaust ports; a valve for the fuel-intake port; a valve for the exhaust port seated oppositely to the intake valve; the stem of Which exhaust valve passes through the fuel-intake valve and its stem; a spring coiled about the stem of the fuel-intake valve; a key passing transversely through the exhaust-valve stem with the projecting ends passing through slots inthe fuel-intake valve stem and against which key one end of the spring abuts; an adjustable lock nut on the end of the fuel-intake valve stem against which the other end of the spring abuts; said spring tensioned to normally maintain both valves closed; a cam follower in the form of a tubular tappet one end abutting against the nut on the end of the fuel-intake valve stem, and the other end projecting into the crank case, the stemof the exhaust valve'also slidably engaging in said tappet; a bushing in the crank case in which said tappet is slidably mounted; a yoke shaped member having laterally projecting portions, one of which is slidably support- -crank case and driven ed in the tappet and having a screw threaded connection with the stem of the exhaust valve; a bushing in the a roller carriedby said slidably mounted;

shaft journaled in the yoke member; a cam a cam on said shaft to engage-with the yoke roller to open the exhaust valve; cams-on said shafts at opposite sides of the-ez-zhaustvalve operating-cam to engage with the tappet to open the fuel-intake valve; the opening of one valve causing the valve-seating spring to exert an increased closing pressure 'on the other valve; said nut on the end of the fuel-intake valve stem serving to adjust said valve to compensate for wear or grinding of said valve or its seat and to also regulate the tension of the spring, and the screw threaded connection of the exhaust-valve stem with the yoke member serving to adjust sa'd valve to compensate for Wear or grinding said valve or its seat.

WILLARD IRVING TWOMBLYQ Witnesses: I

JOHN O. SEIFERT, PAULA PHILIPP.

Copies of this patent may be obtained for five cents each; by addressing the Commissioner of Patents, Washington. D. 0.

crank case in which the other projecting po'rtion'of the yoke 1s from the crank shaft;

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