US1129023A - Internal-combustion engine. - Google Patents

Description

W. F. SHUTT INTERNAL. COMBUSTION ENGINE APPLICATION FILED NOV. s, 1913.

- .Iatented Feb, 16, 1915.

4 SHEETS-SHEET l.

y W X77 W. F. SHUTT. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED NOV. 3, 1913.

Patented Feb. 16,1915;

. 4 SHEETS-SHEET 2.

W. F. SHUTT. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED NOV. 3, 1913- Patented Feb. 16, 1915.

4 SHEETSSHBET 3.

7? Jim W. F. SHUTT.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED NOV. 3, 1913.

Patented Feb. 16, 1915.

4 SHELTSSHEET 4.

' mu-n LIAM F. SHUTT, 0F BRICEVILLE, TENNESSEE.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

FatentedFeb..jitd, 19315.

Application filed November 3, 1913. Serial No. 798,978.

To all whom it may concern:

Be it known that 1, WILLIAM F. SHUTT, a citizen of the United States, residing at Briceville, in the county of Anderson and State of Tennessee, have invented new and useful Improvements in Internal-Combustion Engines, ofwhich the following. is, a specification.

This invention relates to improvements in explosive or internal combustion engines, and the primary objects of the invention are to provide an improved engine of this type whereby wear of the cylinders and pistonsis reduced to a minimum, correct and tight fitting of the valves is maintained, and all the bearings are accessible and adjustable, the pistons according to the present invention being connected to a cross-head which operates in a straight line and sustains theweight of the pistons, and the valves being'provided with mearis for rotating them automatically to distribute the wear evenly thereon.

To these and other ends, the invention consists ineertain improvements, and combinations and arrangements ofparts, all as will be hereinafter more fully described, the novel features being pointed out particularly in the claims at the end of the specification. f

In the accompanyin drawings :Figure l is a top plan view 0 an internal combustion engine constructed in accordance with the present invention; Fig. 2 represents a longitudinal section through t e engine'as shown in Fig. 1 and in the plane of two-of the cylinders; Fig. 3 is an end elevation of the invention, partly in section, and viewed from the left in Figs. 1 and 2; Fig. 4 represents a transverse section on the line H of Fig. 1; Fig. 5 represents a section on the line 5-5 of Fig. 1 showing the arrangement of the valves; Fig. 6 is a top plan view of the valve actuating members and the co6perative cam shaft; Fig. 7 is a detail view showmg a part of the valve-rotating mechanism; Fig. 8 is a perspective view of one of the slums which is interposed between the istons and cross-head; Fig. 9 is a detail view showing the lower end of one of the valve stems and the gear thereon for rotatin the same; Fig. 10 is a perspective view 0 one elng of the cross-head showing the bearing 5 1 c.

Similar parts are designated by the same reference characters in the several views.

may be made and equivalent constructions employed which-will come within the scope of the claims at the end of the specification.

In the construction shown, 1 designates a suitable base orframe to support-the parts of the invention in correct relation. In the present instance, the engine is of the'four cylinder type operating on the well known four-cycle principle, it embodying two pairs of cylinders 2 and 3 arranged in opposed relation, that is to say, the cylinders of one pair are in axial alinement with those of the other pair. Each pair of-cylinders is preferably cast integral and may be conveniently secured to opposite sides of .the base or frame 1 by means of lugs 4 and 5 forming parts of the castings and secured to the frame or base by bolts. Each cylinder casting is formed with valve pockets or chambers 6, and each cylinder is provided with a pair of valves 7 and 8 to control the admission of, fuel to the cylinder and the exhaust of'the burned fuel or gas there from. These valves are timed too erate in the same manner as those of the or inary four-cycle engine and hence it is unnecessary to explain the same in detail: A piston 9 is fitted to reciprocate in each cylinder, the pistons in the axially alined cylinders being connected to reciprocate in unison by a member 10 which, according to the present invention forms a rigid connection between the pistons, These members 10 are of ample strength to sustain the force of the explosions exerted on the pistons. A crosshead 11 is operatively connected to the members 10 and serves to transmit the reciprocatory movements of the pistons when on their power strokes to the crank-shaft which will be hereinafter described, and to transmit motion from the crank-shaft to the pistons to operate them upon their compression strokes. This cross-head is mounted to reciprocate in ides 12 which are formed at opposite sldes of the base or frame 1. Ad ustable or removable bushings nected by the connecting rods 15 to the wrist or crank-pins 16 of the crankshaft 17, iiy wheels 18 being fixed on the crank-shaft 1n the present-instance and carrying, he wrist or crank-pins 16, Bower generated by the engine can'be; taken from the crank-shaft 1'] byany suitable means. The bearings 19 forv the crank-shaft ,17 are exposed and therefore they are readily accessible, for oiling, inspection or adjustment. 1 The bearings-whichponnect the ends of the rods 15 to the ;wrist;pins 16 and the cross-head respeetively are also exposed and adjustable.

Accordingtc the present invention, the weight of-r the pistons is notimposed on the cylinders, that isto say, the weight of the pistons is balanced and supported byfthe cross-head, 11, thereby m nim zing wear ,of the-pistons'and cylinders. This is accomplished in theconstruction shown by providing each member. 10 with a spring 20, apoiliedeompression spring be ng shown in the present instance which is mclosed m a housing 21 formed as a part of the member ,1Q, and "the upper end of this spring engages an abutment 22 which is prefer ably threaded or otherwise adjustably fitted to the upper end of the housing 21, and the.

lower end of the spring bears on thevtop of the cross-headll, Suflicient movement is provided betweenthe cross-head; 11' and each member 10 and the spring 20 and so adjusted that it will balance the weight of the pistonswhich are connected to the member 10, and this weight will be sustained by the cross-head-ll. In order to provide for any lack of alinemen't between the member 10 and thecross-head 11,- a, compensating or universal joint is provided between these parts, In the construction shown, a pair ofbearing members 23 are secured to ,the opposite sides of the cross-head 11, these bearing members having spherical or,convex headsand spherical or concave seats 24, one ofwhich rests against the member 10 and the other against a,shim 25 in positions to receive the spherical'heads on the crosshead. The tapered shim 25 is provided to take up wear between these members forming the universal or compensating joint, the shim being movable transversely in the respective member 10 behind one of the bearing seats 24 and may be held in different adjusted positions by the screws or bolts 26. A compensating or universal joint of this character relieves the pistons of any lateral strains that might otherwise be imposed upon them, due to lack of alinement between the members 10 and the crosshead '11.

The present invention provides means for rotating the valves in order to distribute the wear evenly thereon. For this purpose the lower end of the stem 27 in each valve is provided with the usual seat or collar 28 to support the valve closing spring 29, and a gear wheel 30 is fixed to the valve stem and serves as means for rotating it. The

gear 30 may be fixed to thevalve stem indifferent ways, the valve stem in the present instance being formed with a square or angular groove 31, and a tapered sleeve in the: form of square or angular sections 32 is fitted into the groove 31 in the'valve stem and engages in a tapered angular hole in the gear 30,- the downward pressure of the spring 29 on' the gear 30 binding the latter to the valve stem. As the spring-supporting seat 28 is non-rotatable while the gear 30 rotates, a ball-bearing 33 is preferably interposed between these parts and the gear 30 may, carry lugs 30 engaging in a circumferential groove 28 in the seat 28 to prevent displacement of the balls of the bearing 33. The gear 30 is arranged to cooperate with a spiral gear 34 which is arranged beside it and is'journaled in a bracket 35 fixed to the engine frame. Each spiral gear 34: is provided with a ratchet wheel 36 and a suitable number of pawls 37 are provided which cooperate with the ratchet wheel,.permitting the gear 34 to rotate in one direction and preventing"backward rotation thereof. With such an arrangement, when each valve moves toward closed position, the spiral gear 34 is held from rotation by. the ratchet wheel and pawl, and the vertical movement of the gear 30 thereon'causes the latter and the valve stem to which it is fixed to rotate a partial turn. WVhen the valve lifts toward open position, the gear 34 will rotate idly while the valve stem remains in the position in which it was previously rotated, it being again rotated a partial revolution when again opened. In this way, wear upon the seat of the valve is distributed evenly and the slight grinding action of the valve on its seat will maintain a perfect fit between these parts. Obviously, the reverse action can be used, in which case the valve will rotate during lifting of the valve. The valves may be operated in any suitable way, a cam shaft 38 being shownin the present instance which serves to actuate all the valves through the medium of levers 39 which are fulcrumed on pivots 40, the outer ends of these levers having adjustable valve lifters 41 thereon. The cam shaft can be actuated indifferent ways, it being provided inthe present instance with a sprocket wheel 42 which 006 erates with a chain 43, the latter being driven by a sprocket wheel 44 which is connected to rotate with a gear wheel 45, and this gear wheel cooperates with a gear wheel 46 fixed to the crank-shaft 17.

An explosive engine constructed in ac- 5 cordance with the present invention is more durable than such engines as heretofore constructed, as the pistons and cylmders are ,not subject to lateral thrust and wear, due

to the angular motion of the connecting rod,

1 0 the weight of the pistons is supported in a way which avoids wear of the lower sides of the pistons and cylinders, thereby prolonging the durability of these parts, the valve-rotating feature of the present in- 1 vention insuring correct fitting of the valves,

5 cross-head and coiiperating guides, a crank shaft operatively connected to said crosshead, and a universal joint connecting said cross-head and said pistons and embodying means for relative vertical adjustment be- 80 tween the cross-headland pistons.

2. In an internal combustion engine, thecombination of horizontal opposed cylinders, pistons connected rigidly and recip-' rocable in said cylinders, a reciprocatory cross-head, a crank shaft having a pair of cranks thereon, a pair of pitmen connecting said cranks with the ends of'said cross-head,

a universal joint connecting said cross-head I andsaid pistons, said cross-head supporting the eight of said pistons, and bearings sli bly supporting the cross-head.

In an internal combustion engine, the combination of horizontal opposedv cylinders, pistons connected rigidly and reciprocable in said cylinders, a reciprocatory crosshead and sup orting guides therefor, a crank shaft operativcly connected to said cross-head, compensating bearings interposed hetween the cross-head and said pistons, and a vertically acting spring interposed between the cross-head and pistons and supporting the weight of the latter.

In testimony whereof I have hereunto set my hand in witnesses.

WILLIAM F. SHUT'I. Witnesses:

F. H. EARNns'r, W. M. CLUNE.

presence of two subscribing

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