US1204296A

US1204296A - Internal-combustion engine.

Info

Publication number: US1204296A
Application number: US751415A
Authority: US
Inventors: William H Maupin; Dice R Lobdell
Original assignee: Individual
Current assignee: Individual
Priority date: 1915-02-11
Filing date: 1915-02-11
Publication date: 1916-11-07
Anticipated expiration: 1933-11-07

Description

W. H. MAUPIN & D. R. LOBDELL.

' INTERNAL COMBUSTION ENGINE.

APPLICATION FILED FEB-WI, I915.

Patent edNov. 7, 1916.

WWW

W. H. MAUPIN & D. R. LOBDELL.

INTERNAL COMBUSTION, ENGINE.

APPLICATION FILED FEB- Il, I915.

Patented N 0v. 7, 1916.

3 $HEETSSHEET 2.

W. H. MAUPIN & D. R. LOBDELL.

INTERNAL COMBUSTION ENGINE.

. APPLICATION FILED FEB- 11, I9I 5. 1,204,296.

I Patented Nov. 7, 1916.

3 SHEETSSHEET 3.

imme/mo UNITED STATES PATENT OFFICE.

WILLIAM H. MAUPIN AND DICE R. LOBDELL, OF LEMMON, SOUTH DAKOTA.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Nov. 7,1916.

Application filed February 11, 1915. Serial No. 7,514.

To all whom it may concern Be it known that we, WILLIAM H. MAUPIN and DICE R. Lononnn, of Lemmon, in the county of Perkins and State of South Dakota, have invented certain new and useful Improvements in Internal-Combustion Engines; and we do'hereby declare the following to bee full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

The primary object of this invention is to provide an. improved internal combustion engine which will be practically noiseless in operation, comparatively simple in construction, and which may be manufactured at relatively-less cost than has heretofore been possible in. this class of engines. p A further object of our invention is to prevent or lessen the formation of carbon on or around the sparker.

In the accompanying drawings, Figure '1 is a side elevation, partly in section, and

- with partsbroken away. Fig. 2 is an enlarged transverse sectional view through one of the cylinders, showing the val e mecha nism for controlling the intake and exhaust.

Fig. 2 is a detail. Fig. 3'is a sectional view showing the oil-feeding means. Fig. 4 is a sectional .view at, right angles to Fig. 3. Fig. 5 is a'plan view, in section, of the parts shown in Figs. 3 and 4:, the outlines of two of the cylinders being indicated. Fig. 6 shows in section a slightly modified form of mechanism for operating the controlling Valve. Fig. 7 is an enlarged sectional view of one of the valves and operating mechanismshown in Fig. '6. Figs. 8 and 9 are details.

Referring to the drawings, 1 designates the crank casing; 2 the piston cylinders, four in number; 3 the crankshaft suitably journaled in casing 1; 4 the flywheel; and 5 the clutch, a portion only of which is indicated, in Fig. 1. The fly-wheel and clutch are shown inclosed in an extension 6 of casing 1, and in the fiy-wheel we form a port 7 coinciding with a; centrally arranged port 8 extending longitudinally through the crank shaft and connected through the several piston rods 9 with the pistons 10 fitted in cylinders 2, said pistons having lateral outlets for the oil. By this arrangement the oil is distributed to the main bearings, wrist-pins and cylinder walls.

Each of the piston cylinders at its upper supply -manifold.

end opens through a centrally-located port 12 (Fig. 2) into a cylindrical chamber extending at right angles thereto, said chamber at its end 13 forming the intake-port, and at its end 14 the exhaust-port, said intake-port being'connected to the air and gas In vertical alinement with the port 12 is the spark plug which is conventionally indicated at Iii-located in a bore of preferably the same diameter as and in llne Wltll port 12. The intake and exhaust of each cylinder are controlled by a sliding piston-valve 16 which is formed with a port 17 extending transversely therethrough and desi nod to coincide with port 12 and the spar plug when the charge is to be ignited, as shown in Fig.- 2.- After ignition and the descent of the piston of the respectivecylinder, the piston valve 16 is moved to the left, Fig. 2, sufliciently far to uncover port 12 so that on the return stroke of the piston the burnt gases will be exhausted through port 12,'the cylindrical chamber and port 14' eitherdirect to the atmosphere or indirectly through a mufller, according to known means.

the cylinder. By the time the piston reaches the end of its compression stroke valve 16 will be in its central position, as shown in Fig. 2, so that the charge may be ignited-by the spark through the coincident ports 12 The piston valve is then quickly moved in the opposite direction to place ort and 17. For the purpose of preventing foul- 5 ing the spark plug and its chamber by the burnt gases, we form the piston valve 16, at. l

its top, with an end flange or'extension 18 which will entii'el cover the lower end of, the spark plug;- 0 amber when the piston valve is positioned to allow the exhaust of the burnt gases r f The means fin operating the-several piston valves maybe wideiyvaried, two forms of suchmeans being shdwn. According to the preferred means the rods 19 of the several piston valves are formed with yokes 20, each yoke carrying two laterally disposed oppositely-extended, rollers21 with which are designed to engage earns 22 fast on a ioo iii

common shaft 23. extending'longitudinally I of acasing 24 secured to the main casing of.

the engine and into which openthe supply ducts.

Il -Q. These cams are so formed as to impart to the several piston valves the necesn BEST AVAILABLE COP sary reciprocation transversely of the ports 12 of the several piston cylinders. The cam carrying shaft 23 is suitably journaled in casing 24 and is rotated by a chain-belt 25 driven by crank shaft 3, as indicated in Fig. 1.

A different form of mechanism for operating the piston valves is shown in Figs. 6 and 7. According to the means there shown the valve rods 19" are connected at their outer ends to shifting arms 30 which are pivoted at their upper ends in a chamber 31 of the engine casing, said arms 30 being extended through slots in the bottom of such chamber. Fast on the pivot of each of the several arms 30 are two diagonally arranged arms 32 which carry rollers 33 with which are designed to engage cams 3% on a cam shaft 23 which is designed to be operated in timed relation to the crank shaft. In order to allow arms 30 to be swung transversely of the axis of the camactuated shaft such arms are formed with lateral loops 35 as shown in Fig. 7. \Vhile this construction has certain advantages, we prefer that first hereinbet'ore outlined. Of course, any suitable means may be employed for imparting the necessary reciprocation to the piston valves.

t0 designates a series of sight-feed oilcups, each of which communicates through a bore 41 with one of the piston valve chambers. and in this connection it will be noted. by reference to Figs. 2 and 7. that each of the piston valves has a horizontal flange 42 which travels back and forth beneath bore 41 and serves to distribute the lubricant in the va l vc chamber. The several oi l-cups are conncctcd in series by a common pipe .43 through which oil is supplied to the several cups and which pipe is also designed to supply lubrication tothc bearings of'the cam-shaft 23. To the pipe 43 is connected a supply pipe 44 '(Figs. 3, l and 5) which leads from a reservoir 45, or, more properly speaking, from a force feeder 4t locatcdavitliin the reservoir. The force iced r comprises a cylinder wherein a piston 47 is designed to be reciprocatcd. being moved in one tlllQC.

tion by a cam 48. on cam shaft :23, and in the opposite direction by the recoil of a spring 4. \l'bcn the piston moves outwardly oil is drawn into its cylinder by the unscating of an inwardly-moving valve and when moved in the opposite direction an outlet valve 51 is unseated. such latter valve controlling communication with pipe it. The rescaling of valve 51 on the suction stroke of the piston prevents oil from being drawn back through the supply pipe. Any over-pressure within the pistoncylinder will be automatically relieved by the unseating of a relief valve 52, which is normally held seated by a spring 53. By the described means the lubricating oil may be continuously supplied from the reservoir to the several oil-cupsand bearings.

By means of the cylinder valves, we are enabled to provide relatively large intake and exhaust ports, and by reason of the positive reciprocation of such valve, without the use of springs, not only is noise eliminated but the wear occasioned by the use ofnumerous cams and shaft-bearings is avoided, or materially reduced. Furthermore, by the use of this valve ignition will occur at the axial center of the cylinder, thereby insuring the distribution of the full force of the explosion equally against the force of the explosion does not tend to un-' seat the valve. By protecting the sparkplug during the exhaust stroke carbonization thereof is avoided or greatly reduced.

It will be noted that the force feed oiler is out of the way,.being located wholly within the oil reservoir which latter may be readily supplied with oil and access gained thereto for cleaning purposes. The means employed for forcing the oil supply is extremely simple and positive in operation. \Ve have not described any means for cooling the cylinders, since any suitable means may be employed.

\Ve claim as our invention:

in an internal combustion engine, the combination with a cylinder having a central port at its top, a sparker in vertical alinement with ,said port, a chamber above said, cylinder and intermediate the latter and said sparker, a reciprocating piston movable in said chamber for controlling said port, said piston having a port designed to aline with said sparker and said cvliiuler-port, and a projection carried by said piston for covering said. sparker when said cylindcr is exhausting.

In testimony whereof we have signed this specification in the presence of two subscribing witnesses.

WILLIAM H. MAUIIN. DICE ll. LOBDELL.

lVitnesscs: l

JAs. ll. Tinnitus, C. l. Ross.