US1269195A - Internal-combustion engine. - Google Patents

Description

M. M. McCOY. INTERNAL COMBUSTION ENGINE. APPLICATION FILED NOV. 27. I916.

Patented J 11110 11, 1918.

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INTERNAL COMBUSTION ENGINE APPLICATION mu) Nov. 21. 1915.

1,269,195. PatentedJune 11, 1918.

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Specification of Letters Patent. Patenteddune 13.1, 1918.,

- Application filed November 27, 1916. Serial No. 183,751.

To all whom it may concern:

Be it known that I, MARION M. McCoY, a citizen of the United States, residin at Dawson, county of Colfax and State of ew Mexico, have invented acertain new and usefulv Improvement in Internal-Combustion Engines, of which the following is a full clear, and exact description, such as will enable others skilled. in the art to which" it appertains to make and use the same, ref; erence'beinghad to the accompanying drawings, forming part of this specification My invention relates to internal combustion engines, the principal object of my invention being to generally improve upon and simplify the existing types of internal combustion engines and further to provide an engine having a comparatively hlgh degree of efiiciency.

Further objects of my invention are to provide an engine having twin cylinders and a double headed ,piston operating in each cylinder with both istons connected to the crank shaft by sing e pitman or connecting rod, and further to provide means for the introduction, compression and the firing of explosive vapor in both ends ,of each cylinder.

With the foregoing and other objects in view, my invention consists in certain novel features of construction and arrangement of parts, hereinafter more fully described and claimed, and illustrated in the accompanying drawings, in which- Figure 1 is a vertical section taken through the center of an internal combustion engine of my improved construction.

Fig. 2 is a diagrammatic view illustrating the positions of the valves during the various strokes of the piston.

Fig. 3 s a vertical section taken approx imately on the line 33 of Fig. 1.

Fig. 4 is a horizontal section taken approximately on the line 44 of Fig. 1.

Fig. 5 is an elcvational view of the engine with the cam shaft housing in section.

In the drawings which illustrate a practical embodiment of my invention, 10-10 designate twin cylinders which are arranged side by side and each cylinder being provided with the usual combustion chamber 11 in which operates a double headed piston 12. The central portions of the two pistons are connected by a wrist-pin 13, the same extending through vertically disposed slots 14 formed in the walls of the cylinof this wrist-pin is the upper end or a pitman or connecting rod 15, the lower end of which is connected in the usual manner to a crank shaft 16. This crank shaft is journaled in suitable hearings in the end walls of a crank case 17, the latter being provided with a top platelS, the same serving as heads for the lower ends of the combustion chambers 11. The upper ends of these combustion chambers are closed by a head or plate 19, the .same being secured to the cylinders 10 in any suitable manner.

Necessarily, the central portion of plate 18 is provided with an opening 20 through which the pitman 15 operates.

The walls of the cylinders 10 and plates 18 and 19 are preferably provided with communicating chambers or spaces through which cooling fluid fluid entering the chamber in plate 18 through a pipe 21 and discharging through a pipe 22 which leads from the chamber within plate 19.

Each end of each cylinder 10 is provided with an extension 23 and formed in each,

suitable bearings 30 seated in the extension 23.

Posltloned on each rod is a compression spring 31, the same being arranged to maintain the valve in closed position upon its stem. The stems or rods of the valves at the upper ends of the cylinders project downwardly, while the stems or rods of the valves at the lower ends of the cylinders project upwardly and the adjacent ends of all of the valvestems terminate within cam shaft housings 32, which latter are fixed to the engine cylinders in any suitable manner.

Operating in suitable bearings formed on may circulate, said the ends of these housings-32 is a cam shaft 33 and formed integral therewith. or fixed thereto are cams 3d, the same. bein arran ed so as to bear directl a ainst t e in g y g ends of the cylinder are closed as illustrated ner ends of the valve stems orrods 29.

Fixed on one end of the cam shaft 30 is a sprocket wheel 35 and operating thereupon is a sprocket chain 36 which passes around a sprocket wheel'37 that is carried by a crank shaft '16. The sizes of the sprooket wheels 35 and 37 are such that'the cam shaft makes one revolution for each two revolutions of the crank shaft.

Fixed to' each extension.

chamber 39 and eading therefrom, to the 23 is a manifold inlet valve chambers 25 are aragon Each manifold 38 is provided .,withy5ah exhaust chamber 41 and leading-'therei'rom-to the exhaust valve chambers 26 are ports 42.

Ordinary spark plugs such as 43 are seated in the walls of the engine cylinders with the g1 points of said plugs tion chambers 24;. 26)

positioned in the ignias follows:

y will be noted that, as the p1sto'n-12 moves downward on one" of its strokes, the inlet valve at the u per end of the cylinder is open and the, e of said cylinder isalso open, said valves being thus po's'tioned by the corresponding cams on 'shaftv 33, with the result that a charge ofexplosive .vapor is drawn into the chamber ll above the piston and simultaneously the burnt gases produced lower ortion of the chamber are forced outwar through the openin exhaust valve at the lower end of the cylin er. While this stroke takes. place, the exhaust valve at the upper end of the cylinder and inlet valve at the lower endof the cylinder are closed.

piston, the exhaust valve at the lower end of the cylinder closes and the corresponding inlet valve opens, thereby permitting a charge of explosive vapor to be drawn intothe' lower portion of chamber 11 and simultaneously the charge of explosive vapor drawn intothe upper portion ofsaid chamber is compressed therein by reason of'the fact that the piston is moving upwardly in tticombined power and compression stroke hesame bein provided With'anintake The operation of improved engine isreferring to diagram.- A of Fig. 2, it

aus t valve at the lower end a by the fir ing of the charge previously drawn into the 7 On the succeeding upward stroke of the the chamber and both exhaust and inlet;

with the result that the explosive charge drawn into the; lower portion of the chamber 11 will be compressed. During this stroke, the inlet and exhaust valves at both in diagram 0, Fig. 2.

When the piston. reaches its lower limit of movement on the combined power and compression stroke as just described, a spark is produced between the points of the spark plug in the lower end of the cylinder, with the result that the piston is driven upwardly on its combin'edpower and exhaust stroke, during which time the exhaust valve at the upper end ofthecylinder is open, thereby ermitting the burnt gases to be discharged mm the upper portion of chamber 11. -During this stroke, the inlet valve at the upper end of the cylinder and both inlet and exhaust valves at the lower end of the c linder are closed as graphically illustrated by diaamD, Fig. 2.

y The space between b plates such as X, thus formingan inchased chamber in which the pitman orconno necting rod 15 operates, The crank case 17 is preferably filled or partially filled with lubricating oil and as .the crank revolves insaid case, a ortion of said oil will be carried upwar through opening 20 and will-be thrown from the pitman or connecting rod 15 through the o en ings'M, with the result that the inner aces of the walls of the chambers 11 and the external faces of the pistons 12 will be efiectually lubricated.

It will be noted that each manifold is provided with a passageway for the explosive mixture drawn into the engine cylinders and likewise with a passageway for the discharge of the burnt gases, and by virtue of this construction each manifold is heated to a considerable degree by the exhaust passing therethrough, with the result that the exthe cylinders is closed plosive vapor will be pro-heated to a consid- .erable extent before it passes into the combustion chamber within the cylinder.

llt will'be understood that amulti-cylinder engine can be constructed inaccordance. with. my invention, and where such construction is my employed, it is only necessary to duplicate or multiply the construction herein illustrated and described.

An engine of my improved construction is comparatively simple, is eficient to a are comparatively high degree and owin to its compactness, is particularly adapta le fori ske in motor vehicles, power boats, and the lit will be readily understood that minor 1% changes in the size, form and constructionof the various parts of my improved engine can be made and substituted for those herein shown a and described, without departing from the spirit of my invention,.13o

the scope of which is set forth in the appended claims.

I claim:

1. In an internal combustion engine, a'

a double-headed piston arranged for operation within each cylinder, a shaft connecting the central portions of the piston, which shaft passes through the slots in the walls of the cylinders, a pitman journaled on the central portion of said shaft, which pitman passes through the opening in the top of the crank case, a crank shaft arranged for operation Within the crank case to which shaft the lower end of the pitman is connected, valves arranged at both ends of the cylinders for controlling the inletof explosive vapor into said cylinders and the discharge of burnt gases from said cylinders, housings fixed to the engine cylinders,

a cam shaft journaled in said housings, cams on said shaft within said housings, and valve stems extending from the inlet and exhaust valves into said housings, the inner ends of which valve stems normally engage the cams in said housings.

2. In an internal combustion engine, a pair of cylinders arranged side by side, there being vertically disposed openings formed in the adjacent walls of said cylinders, a plate applied to the upper ends of the cylinders for closing the combustion chambers therein, a crank case applied to the lower ends of the cylinders, a portion of which crank case constitutes a plate to close the lower ends of the combustion chambers in said cylinders, there being an openin in said plate between the cylinders, a dou leheaded piston arranged for operation within each cylinder, a shaft connecting the central portions of the piston, which shaft passes through the slots in the walls of the cylinders, a pitman journaled on the central portion of said shaft, which pitman passes through the opening in the top of the crank case, a crank shaft arranged for operation within the crank case to which shaft the j lower end of he pitman is connected, plates secured to the cylinders for closing the space in which the pitman operates, inlet and exhaust valves arranged at both ends of both cylinders for controlling the inlet of explosive vapor into the ends of each combustion chamber and for controlling the discharge of burnt gases from said chamber, housings fixed to the engine cylinders, valve stems carried by theinlet and exhaust valves, which stems extend into the housings, a cam shaft journaled in said housings, cams on said{ shaft within the housings,

which cams engage the inner ends of the valve stems, and a driving connection from the crank shaft to said camshaft.

In testimony whereof I hereunto afiix my signature in the presence of two witnesses, this 21st day ofNovember, 1916.

MARION M. McCOY.

Witnesses:

M. P. SMITH, M. A. HANDEL.

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