US1092930A

US1092930A - Internal-combustion engine.

Info

Publication number: US1092930A
Application number: US68922512A
Authority: US
Inventors: Wilhelm Maybach
Original assignee: Individual
Current assignee: Individual
Priority date: 1912-04-08
Filing date: 1912-04-08
Publication date: 1914-04-14
Anticipated expiration: 1931-04-14

Description

W. MAYBAOH.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED APR. 8, 1912.

Patented Apr. 14; 1914.

2 SHEETS-SHEET I.

W. MAYBAOH.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED APR. 8, 1912v 1,092,930. Patented Apr. 14, 1914. 2 snnms-sanm 2.

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I41 Km Z imwaew WILHELM MAY ACH, or CANNSTATT, GERMANY;

INTERNAL-COMBUSTION EI-IGENE.

Specification of Letters I'atent.

Patented Apr. 34. 1914.

Application filed April 8, 1912. Serial No. 689,225.

To all whom it may concern Be it known that l, VXLHELM h'lAYBAC-II, a subject of the Kin of \Vurttembcrg, and resident of 9 Freihgrathstrassc, Cannstatt, in the Kingdom of lvurtiemberg, German Empire, have inventedwa certain new and useful Internal Combustion Engine, of which the following is a specification.

This invention relates to oscillatory internal combustion engines and particularly to those having a four-stroke cycle, and the object of the present invention is to simplify the construction of such engines and of the valve mechanism therefor.

According to the present invention the closed end of the cylinder is carried by a secondary crank shaft so as to be caused to moveover a curved path in conjunction with the oscillatory movementimparted to the cylinder from the-main or driving crank shaft. The cylinder is providcdwitha sin gle port formed in a fiat disk-shaped valve face onthe side of the cylinder, this valve face cooperating with a similar stationary valve face provided with inlet, exhaust and uition ports adapted to successively regisxvith the port in the cylinder. e throw of the nI crankshaft ably equal to or a; ximalely equal tr he compression space in the cylinder and the secondary crank haft is adapted to be rotated in the opposite direction to the main crank shaft and at half the angular velocity thereof. so that n the piston is at the 35 end its in-str1 e, the axis of the cylinder I. is in or approximately in the plane contain ing the axes the crank shafts and its closed end. either nearestthe axis of the main crank shaft or in its m st remote posi tien therefrom, so that the scavenging of cylinder during the exhaust stroke is *ectlv attained.

/ the invention may be more (dearly understood, reference made to the accompanyino drawii'i s, whi eon the invenillustrated by of example apallrtfii to a twin-cylinder motor,

Figure 1 is a diagrammatic view representing the valve movements, Fig. 2 is a ver tical section through one of the engine cyl xinders, Fig. 3 a vertical section at right angles to Fig. 2, a. d 7 -is a transverse section on the line of Fig.

a and a, designate the t o cylinders aun b and b their respe tive p minate in bearing i on the which lcrthe crank shaft 0. The cylinders a and a terminate at their upper closed ends in bearings e rotatably mounted on the crank pins f of the secondary crank shaft cl, while the lower ends of the cylinders a and a terminate in a forked part 5 which serves for guiding the downward extension h of the pistons b and The cylinders a and a each carry a flat valve face Z provided with a port on opening into the cylinder and cooperating with the valve face Z is a valve face n formed on the engine casing and provided with inlet ports p,

designates the ignition plugs and a guide-bars, which are adapted to maintain the valve faces Z and nin contact with one another and vat the same time. permit the valve face Z to slide over the valve face n during the oscillation of'tlie engine cylinder.

hlounted on the main crank-shaft-c is a.

gear wheel gearing with the gear wheel u on the lower end of a vertical rotatable shaft .2, carrying at its upper end a gearwheel 'v meshing with a gear wheel in on tne secondary crank shaft y, the ratio of thegear ing being such that the crank shaft (i is driven at half the a'ngnlarvelocity of the main crank shaft 0 and in the opposite direction thereto.

Referring now to Fig. 1 of the drawings: '1 he full line 90 indicates the curve described by the central point of the cylinder port m during one cycle of operations of the engine.

the dotted circle 3 indicating the position of the cylinder port m when intermediate'the exhaust. port 0 and inlet port 72, The dotted circle 3/ illustrates the position of the cylinder port m at the completion of the suc tion stroke, while the dotted circle g desig nates the position of the cylinder port at the moment of ignition when in alinement with the ignition port 7. it being assumed in this case that the dead points of the two crank shafts coincide. The numbers 1 to 16 inclusive on Fig'. l'of the drawings indicate the respective.positions of the upper and lower crank pins and the cylinder port respectively,

In Fig:v 3 the cylinder shown at the ioment of ignition while the cylinder c is shown in the positioii assumed during the change fro; the exhaust stroke to the ad.-

in the opposite direction, so that the cylinder port on will describe the lower part of the curve as during the lower part of its movement and during the upper part of the movement of the crank pin is, and that, when the cylinder is in the position corresponding to the cylinder a of Fig. 3 the crank pin f of the secondary crank shaft cl is in its lowermost position, and the piston in its highest position, thus insuring a complete scavenging action. On the further movement of the crank shafts the piston and cylinder commence the suction stroke and on their return movement the explosive charge drawn in from the port 7) is compressed and ignited when the piston is almost at the end of its inward stroke, when the cylinder port m registers with the ignition port q.

By rotating the secondary crank shaft in the opposite direction to, and at half the angular velocity of the main crank shaft, and by disposing the crank shafts so that their dead points coincide and so that, when the piston is at the end of its in-stroke, the axis of the cylinder is in or substantially in the plane containing the axes of the two crank shafts, not only is a complete scavenging effect achieved but, at the same time, the symmetric curve :12 described by the port m is such that separate inlet and exhaust ports can be provided and these most suitably arranged to fulfil the conditions of admission and exhaust.

It will of course be understood that if desired the crank shaft cl may be arranged in advance of or lag behind the main crank shaft 0. When the-crank shaft (1 is in advance of the crank shaft 0, the suction stroke will be somewhat increased, while the expansive stroke will be correspondingly decreased.

It will of course be understood that if desired the number of cylinders and the position of the cranks may be varied according to requirements and that, if desired, the ignition plugs 1' instead of being arranged in the engine casing, as illustrated in the drawings by way of example, may be mounted on the cylinder without departing from the scope of the appended claims.

I claim 1. An internal combustion engine comprising an oscillatory cylinder closed at one end and having a single port, a piston movable in said cylinder, a main cr nk shaft to which said piston is connected, sa-id'cylinder being oscillated by said main cranl. shaft, 9. carrier arm on the closed end of said cylinder, a secondary crank shaft on which said carrier arm is oscillatorily mounted so as to cause said cylinder to oscillate about said secondary crank shaft, valve means having ports for controlling the admission and exhaust of an explosive charge to and from said cylinder, and ignition means for igniting said charge in the cylinder, the portjn said cylinder consecutively registering with the admission port of said valve means, with said ignition means and with the exhaust port of said valve means.

2. An internal combustion engine comprising an oscillatory cylinder closed at one end and having a single port, a piston movable in said cylinder, a main crank shaft to which said piston is connected, said cylinder being oscillatory about said main crank shaft, a carrier arm on the closed end of said cylinder, a secondary crank shaft on which said carrier arm is oscillatorily mounted so as to cause said cylinder to also oscillate about said secondary crank shaft, means for rotating said secondary crank shaft in the opposite direction to and at half the angular velocity of said main crank shaft, valve meanshaving ports for controlling the admission and exhaust of an explosive charge to and from said cylinder, and ignition means for igniting said charge in the cylinder, the port in said cylinder consecutively registering with the admission port of said valve means, with said ignition means and with the exhaust port of said valve means.

3. An internal combustion engine comprising an oscillatory cylinder closed at one end and having a flat portion at one side with a port therein, a piston movable in said cylinder, a main crank shaft to which said piston is connected, said cylinder being oscillatory about said main crank shaft, a carrier arm on the closed end of said cylinder, a secondary crank shaft on which said carrier arm is oscillatorily mounted so as to cause said cylinder to also oscillate about said secondary crank shaft, and a stationary flat valve plate registering with the flat portion of said cylinder and having. admission and exhaust ports therein adapted to successively register with the port in the,

flat portion of said cylinder.

4. An internal combustion engine comprising an oscillatory cylinder closed at one end and having afiat portion at one side with a port therein v a piston movable in said cylinder, a main crank shaft to which said piston is connected, said cylinder being oscillatory about said main crank shaft, a carrier arm on the closed end of said cylinder, a secondary crank shaft on which said carrier arm is oscillatorily mounted so as to cause said cylinder to also oscillate about said secondary crank shaft, a stationary flat valve plate registering with the fiat portion of said cylinder and having admission and exhaust ports therein adapted to successively register with the port in the fiat portion of said cylinder and ignition mechanism carried by said valve plate and also adapted to successively register with the port in the flat portion of said cylinder.

5. An internal combustion engine comprising an oscillatory cylinder closed at one end and havin a single port, a piston movable in said cy linder, a main crank shaft to which said piston is connected, said cylinder being oscillatory about said crank shaft a carrier arm on the closed end of sai cylinder, a secondary crank shaft on which said carrier arm is oscillatorily mounted so as to cause said cylinder to also oscillate about said secondary crank shaft, valve means having ports for controlling the admission and exhaust of an explosive charge to and from said cylinder, and ignition means for igniting said charge in the cylinder, the port in said cylinder consecutively registering with the admission port of said valve. means, with said ignition means and with the exhaust port of said valve means, said secondary crank shaft being rotated in the opposite direction to and at half the angular velocity of the main crank shaft and being so disposed, relatively to said main shaft, that, when the piston is at the end of its in-stroke, the axis of the cylinder is substantially in the plane containing the axes of the two crank shafts.

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

WILHELM MAYBACH.

Witnesses FRIDA KLAIBER, PAULINE KLAIBER.