US1204995A - Hydrocarbon-motor. - Google Patents

Description

u'. 8. KING. Y HYDROCARBON MOTOR.

APPLICATION FILED DEC. 13. I915.

Patented Nov, 14, 1916.

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HYDROCARBON MOTOR.

7 APPLICATION FILED DEC. 13' I915. 1,204,995.

Patented Nov. 14, 1916.

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1,204,995. 1 Patented N0v.'14, 1916.

5 SHEETS-SHEET 4- u. s. KING.

' HYDRQCAB'BON MOTOR.

APPLICATION FILED DEC. 13. I915.

Patented Nov. 14, 1916.

5 SHEETS-SHEET 5- mw mww QM wiwlmeooeo UNITED STATES PATENT OFFICE.

.ULYSSES S. KING, OF TI TLSA, OKLAHOMA.

HYDROCARBONMOTOR.

To all whom it may concern 'Be it known that I, ULYssEs S. KING, a

citizen of the United States, residing at Tulsa, in the county of Tulsa an'd State of Oklahoma, have invented new and useful Improvements in Hydrocarbon-Motors, of which the following is a specification.

This invention relates to hydrocarbon motors of the multiple cylinder two cycle and reversible type, the object in view being to produce an especially efficient engine of the two cycle type by means of which the burned gases are thoroughly scavenged from the combustion chambers of the main or power cylinders by means of companion charging cylinders in which the reciprocatory pistons compress the same to a certain degree, and

operate to draw in the explosive mixture,

force the compressed mixture into the main working or power cylinders where it is subsequently further compressed, thus enabling fully as much, compression to be obtained in a two cycle motor as in the ordinary fourcycle motor with the well known additional advantage that a power impulse is obtained for each rotation of the crank shaft and for each cylinder.

Another feature of the invention resides in the particular means for utilizing compressed air not only for the purpose of starting the engine but also for the purpose of secondary crank shaft, together with means for varying the admissionof the compressed air to the main cylinders in accordance with the timing of said cylinders. The

' main and secondary crank shafts are so associated wlth'eachother and driven one by the other that the charging pistons are caused tooperate in advance of the main pistons by automatically obtaining a lead-of approximately ninety degrees of the cranks of the secondary shaft over the cranksof the main crank shaft.

With the above and other objects in view,

.the invention consists in the novel construction,.combination and arrangement of arts, as herein described, illustratedand clalmed.

In the accompanying drawings, Figure 1 is anend view of a multiple cylinder-hydrocarbon engine embodying the present in- Specification of Letters Patent.

Patented Nov. 14, 1916.

Applicatioiffiled December 13, 1915. Serial No. 66,585.

vention, looking toward the left hand endof ig. 2. Fig. 2 1sv a side elevation of the engine looking toward the cam shaft and exhaust side, showing the main working or power cylinders and the reversing lever. Fig. 3 is a View looking toward the intake side of the motor showing the crank case in section, that portion of the section at the left hand side of the view being taken on the line C-D of Fig. 4 and the portion at the right hand side being taken on the line E-F of Fig. 4. Fig. 4 is a vertical transverse section on the line AB of Fig. 3. Fig. 5 is a view partly in plan and partly in horizontal section, the central portion of said figure being in section on the line GH of Fig. 4 and the part to the left of the center being in section taken on the line IJ of Fig. 4:. Fig. 6is a side elevation ofone of the air admission valves. Fig. 7 is an-end elevation of the same. Fig. 8 is av transverse section on the line 8-8 of Fig. 6. Fig. 9 is a ondary crank shafts. Fig. 11 is a plan view partly broken away of the same. Fig. 12 is a fragmentary sectional view showing the cam shaft gear and its sleeve in section, one

of bearings, and the end portion of the cam shaft. Figs. 13, 14 and 15. illustrate the relat1ve posltlons of the two series of cam faces on the cam shaft.

While the engine hereinafter described and shown is of the multiple cylinder two ,c'ycle hydrocarbon or internal combustion type, embodying a series of main working or power cylinders and a corresponding series of charging cylinders, it will only be necessary at first to describe one pair of companion cylinders in connection with theparts associated therewith as the same descriptionwill fit each couplet of companion, ma n and charging cylinders throughout the ser1es.-

. Referring therefore primarily to Fig. 4, 1 designates a main working or power cylin der and. 2 a charging cylinder, both of said cylinders being by preference cast en bloc as shownand provided with" ample water jackets extending around both cylinders andthrough the heads thereof. Working in the main cylinder 1 is a reciprocatory piston 4: from the pin 5 of which a connecting rod 6 extends to the crank ,7 of the main crank shaft 8 which i's journaled in the usual crank shaft hearings in the crank case, the latter comprising'the upper section 9 and the lower section 10'separably fastened together by bolts 11 or the equivalent thereof, the lower section 10 being shown as extended to form a motor supporting base 12.

The charging cylinder 2 contains a reciprocatory charging piston 13 attached by the usual pin 14 to the connecting rod 15 which is in turn journaled on a crank 16 of a secondary crank shaft 17 parallel to the main crank shaft 8 above referred to. The main 'crank shaft 8 has fast thereon a gear 18 which drives another gear 19 loose on the secondary shaft 17.

Referring now to Figs. 10 and 11, it will be seen that the gear 19 is provided on one 7 face thereof with a projection or extension 20 providing two stop shoulders 21 and 22 which are adapted at different times to abut against the opposite faces 23 of the adjacent Y25, and each main cylinder is provided in the head thereof with an intake valve 26 for the partially compressed mixture and also provided in the head thereof with a compressed air inlet valve 27. In the referred embodiment of the invention eac of the valves 25, 26 and 27 is mounted in and guided by a cage 28 formed with a seat 29 for the valve, said cage being removable together with its valve through an opening 30 in the cylinder head and being held fixedly therein by means of a cap 31 screwed into the cylinder head at 32. Each valve is held nor-- mally seated by means of a coiled spring 33 surrounding the valve stem 34 and hearing at one end against the cage and at its opposite end against a cap 35 on the stem, the cap and spring being held in place by means of the usual pin or key 36 insertedthrough the valve stem 34. It will thus be seen that all of the valves 25, 26 and 27 are located in the head of the motor and operate automatically.

A suitable carbureter 37 delivers the explosive mixture to the member 38 of the intake manifold, the member 38 being connected to another intake manifold member 39 which directs the explosivemixture' into the'ports 40 of the charging cylinders 2. A charging or transfer passage 41 extends from each charging cylinder 2 into the companion main cylinder 1 and is controlled by the valve 26 which is forced open when the piston 13 moves toward the passage 41. the pressure of the partially compressed charge acting to open the intake valve 26 while the exhaust port 42 'is opened so that the fresh charge of gas will act to expel the burnedgas from the combustion chamber of the main cylinder 1. 43 designates the exhaust manifold which receives: the burned gases from the exhaust ports 42.

On the'exhaust side of the engine as shown in Fig. 2 there is arranged a series of compressed air inlet valves 44 equal in number to the number of valves 27, a compressed air pipe 45 extending from each of the valves 44 to the head of the engine where said pipe communicates with a compressed air inlet port 46. One of said compressed air inlet valves is illustrated in detail in Figs. 6 to 9 inclusive wherein it is shown to comprise a chambered body 47 having a supporting base 48 by which it is secured to the engine frame. ithin the body 47 is arranged a valve cage- 49 preferably of brass and formed with a circular series of ports 50 which are shown for convenience as of rectangular shape. \Vithin the cage 49 is mounted an oscillatory cylindrical valve 51 also formed with ports 52 corresponding in shape with the ports 50 of the cage 49. The valve 51 is provided witha stem 53 which extends outwardly through andprojects beyond the cage 49 and the body 47 where it has fast thereon an operating arm 54. This arm is connected with a plunger 55 with which it has a substantially ball and socket joint at 56. the plunger 55 being provided at one end with an anti-friction roller 57 which is acted upon by one of the cam faces of a cam shaft 58 as shown, for example, in Fig. 7. Air under pressure from a suitable air compressor is admitted to the valve 51 throughthe inlet opening 59 and passes out through the opening 60 and through the pipe 45 to the air inlet port 46 and thence past the valve 27 into the combustion chamber of the main cylinder for the purpose of starting the engine in either direction in accordance with the adjustment of the cam shaft hereinafter described.

The cam shaft 58 is shiftable longitudinally and has loosely keyed to one end thereof a sprocket wheel 61. By reference to Fig. 12 it will be seen that the sprocket wheel 61 is provided with an extended sleeve62 journaled in a bearing 63, the adjacent end of the cam shaft 58 being slidable through the central bore 64 of said wheel and sleeve. one of said parts carrying a key and the other part an elongated key way 65 which .7 will admit of a relative sliding movement of the cam shaft 58 in relation to the wheel 61 without correspondingly moving said wheel.

A driving chain 66 connects the sprocket wheel 61 with another sprocket wheel 67 fast on the main crank shaft 8 whereby motion is imparted from the main crank shaft to said camshaft. The cam shaft 58 is also supported in other bearings 68 on the outside of the crank case and has fast thereon a series of cams 69, and 71. Each of said cams comprises a central true cylindrical portion 7 2 the outer face of which is concentric with the cam shaft and a pair of cam faces 7 3 and 74 arranged at an angle to each other as shown in Figs. 13, 14 and 15. It will further be noted in Fig. 2 that the cam faces 73 and 7 4 progressively increase in area or width from one end of the cam shaft 58 toward the other end thereof it being noted in said figure that the cam faces 73 and 7% of the cam 69 near the sprocket wheel 61 are narrower or of less width than the corresponding face of the cam 70' and that the faces of the cam 71 are of still greater width,

the object of this arrangement being that when the cam shaft 58 is moved longitudi nally the roller 57 of the first compressed air inlet valve will descend to the cylindrical portion 72 of the cam to be followed later by the roller of the next air inlet valve and so on throughout the series of cams in accordance with the number of said cams which, of course, corresponds with the number of main cylinders of the engine, this being done to provide for an easy starting of the engine under compressed air and the gradual cutting off of the compressed air successively from cylinder to cylinder while the said cylinders successively take up their own cycle of operation under the expansive action of the exploding mixture.

In the engine illustrated in the accompanying drawings, I have shown three main cylinders and three charging cylinders." Therefore, each crank shaft comprises three cranks which are set atone hundred and twenty degrees apart as indicated by dotted lines in Fig. 4. The- cams 69, 7 0' and 71 have their cam faces 73 and 74 correspondingly arranged 'or set relatively at one hundred;

and twenty degrees apart as indicated, in Figs. 13, 14 and 15 so that the action of the compressed air inlet valves will conform to i the timing of the pistons in the main cylinders.

The cam shaft 58 is moved longitudinally for the purpose of startingand reversing the engine by means of afthumb latch lever 75, the latch 76 of which works in conjunction with a segment 77 having a central notch 78 to receive the end of the latch, and end shoulders 79 to limit the movement of the lever in opposite directions thereby also limiting the movement of the cam shaft 58 in opposite directions. By this means, when the lever is in its central or neutral position, the rollers 57 operate only on the concentric faces 72 of the cams while the faces 73 and 74 operate on the rollers 57 to open the compressed air inlet valves when the shaft 58 is-moved to one limit or 1 the other of its throw.

Compressed air is furnished for the purpose above stated by means of .an air com tershaft 85 which is journaled in bearings 86 carried by the base of the engine. By means of eccentrics 87 and straps 88,, motion is imparted to a water circulating pump 89, a fuel pump 90 and a lubricating oil pump 91, the said pumps being suitably connected with the appropriate parts of the engine for furnishing thereto the necessary cooling water, the liquid hydrocarbon or fuel and the lubricating oil, the said connections not being shown, however. I

In operation, the main cylinders produce the power impulses and the charging cylinders take in the explosive mixture and force the same at the proper moment into the companion main cylinders, a compression space of suitable size being left in the charging or transfer passage wherebythe charge is primarily compressed to a certain degree before it is permitted to enter thecombustion chamber. In the inward movement of each main piston, the exhaust port thereof is opened by being uncovered by the piston thereby permitting the exhaust to pass out to the atmosphere. The charging piston moves approximately ninety degreesyin advance of the main piston and is thereby so timed as to force a charge from the charging cylinder into the main cylinder while the v exhaust port thereof still remains uncovered and open. By the time the main piston has returned far-enough to cover the exhaust port, the charging piston reachesthe outer end of its working stroke and the compressed charge is then forced into the combustion chamber of the main cylinder wherein in the further movement of the piston, the charge of gas-is further compressed, thereby insuring as high compression of the charge as may be obtained in the ordinary four cycle engine. At the proper time, ignition of the compressed charge takes place in the main cylinder causing the piston to move through its working stroke until the ex.- haust port is again uncovered. Thus it will be understood that every stroke of the main piston toward the crank shaft is a power stroke and by reason of the cranks being set one hundred and twenty degrees apart, the

power impulses overlapgiving a constant application of power to the crank shaft, resulting in a more even and uniform torque especially in engines embodying six or more cylinders.

In order to start the engine, the cam shaft is shifted by means of the reversing lever 75 so as to throw one set of cam faces into position to operate the compressed air inlet valves. The air under .pressure entering the main cylinders operates to effect successive working strokes of-the main pistons thereby starting the motor on compressed air in the direction in which it is required to run in accordance with the position of the lever 75 and the corresponding positions of the cams. By then shifting the cam shaftv slowly in the direction of its length until it is returned to its central or neutral position, the compressed air is then cut off from the main cylinders and the engine takes up its own cycle of operation in a smooth and easy manner without undue strain and vibration, the explosive mixture being admitted successively to the main cylinders.

In order to reverse the engine, the ignition circuit is temporarily opened and the cam shaft is moved by the lever T5 in the opposite direction. The ignition switch is then closed and after the motor is started by compressed air, the lever and the cam shaft are slowly returned to their neutral positions. This sets in operation the secondary crank shaft 17 through the gears 18 and 19, the gear 19 being-turned through an arc of approximately one hundred and eighty degrees on its shaft 17 and thereby causing the charging pistons to operate in advance of the main pistons for the purpose hereinabove described so that the charging pistons will reach the limit of their working strokes at the proper period to force the partially compressed charges into respective main cylinders while the exhaust ports of the latter are open. By thus fully expelling the burned gases by means of fresh charges and without the introduction of air, the efliciency of the engine is greatly increased, there being no cold air to enter and cool or chill the cylinder walls. By reason of the construction described, the engine starts as easily and with the same certainty as a steam engine and without the resulting shock caused by the ignition of a charge in a cylinder while the engine is at rest. The starting and reversing of the engine is effected with the same easy and smooth action as that obtained in steam engines with the well known link motion slide valve.

Parts of the engine not hereinabove particularly described, such as the water circulating system, the lubricating system, ignition system and the like may be constructed and arranged to suit the manufacturer. It will also be obvious that changes in the form, proportion and minor details of construction may be resorted to without departing from the principle or sacrificinfg ,aiiy of the advantages of the invention.

\Vhat I claim is 1. In a multiple cylinder hydrocarbon motor, the combination of a power cylinder, a piston therein, a main crank shaft, a charging cylinder havin a mixture inlet valve in its head, a charging piston therein, a secondary crank shaft for operating the charging. piston, the cylinder heads being formed with a charging passage leading from the head of the charging cylinder into the head of the power cylinder. the power cylinder being also formed with a compressed air inlet port, an air valve controlling said port, a cam shaft for actuating said air inlet valve, a driving gear fast on the main crank shaft, a driven gear loose on the sect ,idary crank shaft, abutting shoulders on said loose gear and secondary crank admitting of a partial turning movement only of the loose gear on the secondary crank shaft, and driving means between said main crank shaft and cam shaft.

2. In amultiple cylinder hydrocarbon motor, the combination of a power cylinder, a piston therein, a main crank shaft, a charging cylinder having a mixture inlet valve in its head, a charging piston therein. a secondary crank shaft for operating the charging piston, the cylinder heads being formed with a charging passage leading from the head of the charging cylinder into the head of thepower cylinder, a main cylinder intake valve controlling said charging passage, the power cylinder being also formed with a compressed air inlet port, an airvalve controlling said port, a cam shaft for actuating said air inlet valve. a driving gear fast on the main crank shaft, a driven gear loose" on the secondary crank shaft, abutting shoulders on said loose gear and secondary crank admitting of a partial turning movement only of the loose gear on the secondary crank shaft, and driving means between said main crank shaft and cam shaft.

3. In a multiple cylinder hydrocarbon motor, the combination of a power cylinder, a piston therein, a main crank shaft, a charging cylinder having a mixture. inlet valve in its head, a charging piston therein, a secondary crank shaft for operating the charging piston, the cylinder heads being formed with a charging passage leading from the head of the charging cylinder into the head of the power cylinder. the power cylinder being also formed with a compressed air inlet port, an air valve controllingsaid port, a cam shaft for actuating said air inlet valve, a driving gear fast on the main crank shaft, a driven gear loose on the secondary crank shaft, abutting shoulders on said loose gear and secondary crank ad mitting of a partial turning movement only of the loose gear on the secondary crank shaft through an arc of approximately one hundred and eighty degrees,,and driving means between said main crank shaft and cam shaft.

4. In a multiple cylinder hydrocarbon motor, the combination of a power cylinder, a piston therein, a main crank shaft, a charging cylinder having a mixture inlet valve in its head,a charging piston therein, a secondary crank shaft for operating the charging piston, said secondarycrank shaft having its crank set approximately ninety degrees in advance of the crank of the main crank shaft, the cylinder heads being formed with a charging passage leading from the head of the charging cylinder into the head of the power cylinder, the power cylinder being also formed with a compressed air inlet port, an air valve controlling said port, a cam shaft for actuating said air inlet valve, a driving gear fast on the main crank shaft, a driven gear loose on the secondary crank shaft, abutting shoulders on said loose gear and secondary crank admitting of a partial turning movement only of the loose gear on'the secondary crank shaft, and driving means between said main crank shaft and cam shaft.

5. In a multiple cylinder hydrocarbon motor, the combination of a power cylinder, a piston therein, a main crank shaft, a charging cylinder having a mixture inlet valve in its head, a charging piston therein, a secondary crank shaft for operating the charging piston, the cylinder heads being formed with a charging passage leading from the head of the charging cylinder into the head of the power .cylinder, the power cylinder being also formed with a compressed air inlet port, an air valve controlling said ort, a cam shaft for actuating said air inlet valve, a driving gear fast on the main crank shaft, a driven gear loose on the secondary crank shaft, abutting shoulders on 7 .said loose gear andseconda'ry crank shaft admitting of a partial turning movement only of the loose gear on the secondary crank shaft, through an arc of approxi-- mately one hundred and eighty degrees whereby the crank of the secondary shaft is 1 adapted to operate a proximately ninety degrees in advance of t e crank of the main crank shaft in either direction of rotation of r the latter.

I 6. In a multiple cylinder hydrocarbon motor, ,the combination of a series of main power cylinders, a series] of charging cylinders, pistons in both series of cylinders, a main crank shaft for the pistons" of the main cylinders, a secondary crank shaft for the pistons of the charging cylinders,

the heads of companion main and charging formed with compressed air inlet ports, a

series of air-inlet valves controlling'said ports, a cam shaft for actuating said air inlet valves, a driving gear fast on the main crank shaft, a driven gear loose on the sec- 7 ondary shaft, means permitting said loose gear to turn through a limited are only on the secondary shaft whereby the charging pistons are caused to travel in advance of the main pistons in either direction of rotation of the main crank shaft, driving means for said cam shaft, cams on the last named shaft each having a plurality of faces arranged at an angle to each other, and means for shifting said cam shaft longitudinally to cause either set of cam faces to actuate the air inlet valves in accordance with the timing of the main pistons.

In a multiple cylinder hydrocarbon motor, the combination of a series of main power cylinders, a series of charging cylinders,pistons in both series of cylinders, a main crank shaft for the pistons of the main cylinders, a secondary crank shaft for the pistons of the charging cylinders, the heads of companion main and charging cylinders being formed with a charging passage, a

main cylinder intake valve controlling said passage, the main cylinders being formed with. compressed'air inlet ports, a series of air inlet valves controlling said ports, a-

cam shaft for actuating said air inlet valves, a driving gear fast on the main crank shaft, a driven gear loose on the secondary shaft,

means permitting said loose gear to turn through a limited arc only on the secondary shaft whereby the charging pistons are caused to travel in advance of the main pistons in either direction of rotation of the maincrank shaft, driving means for said ing of the main pistons, the said valve faces being ofprogressively increasing width from one end of the cam shaft toward the other endthereof. I

In testimony whereof I aflix my signature I in presence of two witnesses.

LYssEs s. KING.

H. R. WAKEFIELD, 'W. E..ORR.

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