US1312605A

US1312605A - wygodsky

Info

Publication number: US1312605A
Authority: US
Publication date: 1919-08-12
Anticipated expiration: 1936-08-12

Description

L. WYGODSKY.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED NOV. 23-1918.

Patented Aug. 12, 1919.

5 SHEETS-SHEET I.

IN l E IV TOR A TTOR/I/ L. WYGODSKY.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED NOV. 2311918. 1 ,3 1 2, 605 Patented A11 12, 1919.

5 SHEETSSHEET 2.

ATTORNEY L. WYGODSKY. INTERNAL comausnom ENGINE.

APPLICATION FILED NOV.23, 1918. 1 9 3 1 2, 605 Patented A11 12, 1919.

5 SHEET$SHEET 4.

L. WYGODSKY.

INTERNAL COMBUSTION ENGINE. APPLICATION FILED NOV. 23. l9l8- 1 3 1 2, 6 05 Patented Aug. 12, 1919.

5 SHEETS-SHEET'5.

IIWEN TO]? I have illustrated and described my inven-.

UNITED STATES PATENT OFFIGE.

LEON WYGODSKY, OF BALTIMORE, MARYLAND, ASSIGNOR TO BALTIMORE OIL ENGINE COMPANY, OF BALTIMORE, MARYLAND, A CORPORATION OF DELAWARE;

mrnrmAL-comsusrron ENGINE.

Specification of Letters Patent.

Patented Aug. 12, 11919.

Original application filed August 22, 1917, Serial No. 187,662. Divided and this application filed November 23, 1918. Serial No. 263,854.

.of which the following is a specification.

7, My invention relates to improvements in internal combustion engines, particularly multi-cylinder engines, wherein there is a compression space between pistons moving, in general, in opposite directionsrelatively.

tion, herein, in connection with an engine of my invention set forth in my application for Letters Patent, Serial No. 187,662, filed August :22, 1917. In that engine, there are two crank shafts and means is required for transferring power from the one crank shaft to the other. In that engine also air for combustion and for scavenging purposes is supplied to the compression spaces between the several pairs of coacting pistons, by socalled scavenging pumps driven by the engine; and it has been found convenient to combine this pump mechanism with the mechanism for transferring power from one .crank shaft to the other.

My invention consists in the novel mechanism herein illustrated, described, and claimed for transferring power from the one crank shaft to the other; in the novel arrangement of pump mechanism mentionedwith respect to such power transferring mechamsm; and in various other features hereinafter described and particularly pointed out in the appendedclaims.

The object of my invention is to improve internal'combustion engines, particularly engines of that type wherein there are two crank shafts which are to be driven in substantial synchronism, and also particularly that type wherein one or more scavenging pumps or other air pumps are to be driven by the engine.

I will now proceed to describe my invention with reference to the accom anyin drawings, and will then pointout t e nove features in claims. In said drawings:

Figure 1 shows a transverse vertical section of the engine, through the center of one of the cylinder structures; Fig. 2 shows a partial side view and partial oblique section on the line 2-2 of Fig. 1. Fig. 3 shows an end elevation and partial central vertical section of the mechanism for transmitting mot1on from the upper to the lower crank shaft and of two of the scavenging pump cylinders, one of which cylinders is shown in central vertical section on the line 3-3 of Fig. 4; Fig. a shows a horizontal section of the scavenging pump on the irregular section line 4-4 of Fig. 3. Fig. 5 shows a central vertical section through one of the cylinders and valve chambers of the scavenging pump, the section being taken on the line 5-5 of Fig. 4; Fig. 6 is aside elevation of one of the valve cages of Fig. 5, with portions of the valve bands broken away; Fig. 7 is a top view and partial horizontal section of the valve structure shown in Fig. 6.

In the drawings: 1 designates the engine frame;' 2 designates a combustion-chamber and workin -cylinder structure, to which are attached guide cylinders 3. 4 designates the engine pistons, 5 designates a lower crank shaft, and 5 anupper crank shaft, power being transmitted from one crank shaft to the other by mechanism hereinafter described. 6, 6 designate jacketed air-inlet manifolds, to which air is su plied by the scavenging pumps as hereina ter described, and from which air passes, at suitable times, to a belt of inlet ports 7 for each cylinder structure 2, uncovered by the upper piston 4 of that structure when that piston nears the out-board or upper end of its stroke. 8 designates a jacketed exhaust manifold, to which exhaust gases pass from a port belt 9, for each cylinder structure 2, which port belt is uncovered by the lower piston 4 of that structure when such piston nears the lower 15, when the two pistons are at the inboard ends of the stroke, there will be a clearance space, in which air, compressed by the rearward motion of the pistons, will lie, and into which oil may be sprayed by a suitable sprayer s t into the port 17.

igniters, not shown.

In order to reduce the clearance 'spaceto obtain the desired compression pressure, part of each piston is cut away, so as to provide plane oblique surfaces 12, 13, as clearly shown in Fig. 1. e

The port belts 7 and 9 are formed, in the guide cylinders 3, as slots separated by portridges, which slots are open at the inboard ends of the guide cylinders3, so far as those cylinders are concerned, but are closed by the proximate surfaces of the cylinder structure 2. These guide cylinders 3 are bolted to the cylinder structure 2. The general structure is such as to provide a clear flow for air into, and clear flow for exhaust gases out of, the "cylinders, when the ports are uncovered by the corresponding pistons. Owing to the fact that the exhaust is from the ports at the bottom of the cylinder structure 2, any liquid or solid deposits in the cylinder structure will be swept out of the exhaust ports by the exhaust gases and by air entering the admission ports. The pistons are connected to the cranks of the

crank shafts

5 and 5 by the usual connecting

rods

18 and 19. As shown particularly in Fig. 3, one of the connecting rods working on each crank pin is forked, the connecting rod of the laterally opposite cylinder working on that same crank pin, and having its end lying within the fork of the other connecting rod working on that crank pin. Assuming, for the moment, the supply of air under pressure from scavenging pumps, to be mentioned hereinafter, to the inlet manifolds 6, and assuming, for the present, the transmission of power by means hereinafter described, from one crank shaft to the other, the operation of the engine is as follows:

In -Fig. 1, the pistons 4 of the lefthand side of the on no are shown in such. position that the air inlet ports and the exhaust ports are open. Air for scavengmg purposes, and for the supporting of combustion during the next ens'uing power stroke, is,

therefore, passing from manifolds 6 through the air admission ports 7, and is also sweeping exhaust gases of the previous power Stroke out through the exhaust ports 9 and exhaustmanifold 8. Immediately after the beginning of the inboard strokes of the pistons 4, the ports 7 and 9 are closed by said pistons, and each pair of coacting pistons then compresses the air within the cylinder structure, until, finally, the pistons reach the extreme inboard osition indicated in dotted lines in Fig. 1. At or about this time oil is injected through the sprayers Into the compression space between the pistons, ignition taking place either due to the hlgh-temperature of the walls of this space, or by reason of the oil spray bein ignited by suitable he pistonsthen move apart, under the influence of the pressure due to the ignition of the charge, and when,

shafts, I have rovided crank shafts 5 and near the outboard ends of the strokes of the pistons, ports 7 and 9 are uncovered, exhaust and air admission occur, the air sweeping the exhaust products out of the cylinder structure, as previously described/ The lateral thrusts produced by these pistons are taken by the corresponding diagonal tie rods hereinafter mentioned. Owing to the large number of cylinders in each unit of the engine, the thrust produced by any one cylinrection is relatively small; a condition which facilitates operation at high relative speed. The two crank shafts revolve in opposite di rections, power being transmitted from the one to the other by means hereinafter described. For the transmission of motion from shaft 5 to 5, or vice versa, and for the maintenance of synchronous rotation of such 5' with corresponding crank pins 23 and 24, located 90 degrees apart, in the construction shown, and on'these crank pins are mounted bearing blocks 25, arranged to slide horizontally and transversely on bearin surfaces formed on I-shaped members 26, t emselves mounted to reciprocate vertically between stationary guides 27 provided on the engine frame. These members 26 are hollow, and, so far as may be, of circular cross-section,

and within their upper and lower horizontal arms are guide-sleeves 28, connected to the sliding bearing-blocks 25 by bolts 29 themselves working in suitable slots in members 26. By means of these sleeves 28 and bolts 29, the bearing-blocks 25 are held to their re spective guide-surfaces of the members 26.

In a general way, the structure comprising the vertically-sliding I-shaped members 26 upon which the crank-pin bearing blocks 25 slide, forms the equivalent of parallel rods connecting the two crank

shafts

5 and 5*; with this exception, however, that in the construction shown the direction of rotation of the two crank shafts need not be the same, but may be opposite; andas a matter of fact, in the structure shown the parts are arranged for rotation of the two crank

shafts

5 and 5 in opposite directions; this being the case in order that the same crank pins of the-main engine may serve for connecting rods of laterally opposite cylinders, and

in order that the main engine may be rehorizontal arms of said members being con nected by piston rods 30, carrying pistons 31 working in stationary cylinders 32 secured 130 der and its corresponding piston in any dilower discharge valves 34, whereby, at a' suitable point in each compression stroke, the air compressed '18 released Into a receiver space 35, whence the compressed air is conducted, by a pipe 36, forming a continuation of the receiver space, to the air inlet manifolds (i. There being four double-acting pump cylinders, each of large capacity, op-

crating at the speed of the main engine, the

supply of air for scavenging and for cylinder charging is ample.

As indicated in the lower part of Fig. 4, the receiver space of each inner valve chamber communicates with the receiver space of the corresponding outer valve chamber, and

so to the air inlet manifolch The engine will be provided with a su1table fuel supply pump supplying fuel at high pressure to the sprayers. The engine will also be provided with some means for compressing air to high pressure for starting purposes, or an auxiliary air pump may be provided for that purpose; but these are usual auxiliaries of engines of this type, and I have not thought it necessary to illustrate such auxiliaries herein.

Each admission valve 33 of each pump cylinder comprises a cage 48 with circumferential ports 49 normally closed by circular spring. valves 50 hereinafter referred to. The discharge valves 34 are of similar construction to the admission valves 33. These suitable, not only for use in the present engine. but also for use in air compressors, particularly of the blowing engine type, and in. water pumps and various other types of engines. Each such valve cage is pro vided with a number of peripheral slots 49 over which is located a band 50 of spring steel 01' other thin, highly resilient material, ground-on the inside to fit closely the seat surrounding the corresponding slot 49; the slots 49 being ports leading from these seats in the interior of the valve cage. The bands 50 are split bands; that is to say they have free ends lying beneath the heads of screws 60, which heads hold the bands in place, both preventing the ends of the bands from flying out, and preventing rotation of the bands. Headed projections 61, located at suitable intervals also help to hold the bands 50 in place.

\Vhen, because of suction created in one of the pump cylinders (in the case of an admission valve) or when the pressure in the pump cylinder becomes materially greater than that in the receiver space (in the case of a disclnrrge valve), the pressure on the.

inner side of one of these bands becomes greater than the pressure on the opposite side, that band opens up like a hoop, permitting'passage of air; and upon creation of reverse condition of pressure the bands contract. seating against their ports. Since the inside faces of these bands are ground or otherwise finished to a true surface, the seating is very tight.

Valves so constructed will work with a very small pressure difl'erential, offer very little resistance, require no mechanical parts for their operation, require no lubrication, and are very easily constructed.

In another application for Letters Patent, Ser. No. 187,522, filed August 22, 1917, I have claimed the valve comprising the flexible spring band, per se.

'hat- I claim is:

l. An internal combustion engine comprising in combination two crank shafts mounted for rotation, cylinders and pistons therefor, arranged to drive said crank shafts, and means for communicating motion from one crank shaft to the other, comprising laterally slidable bearing blocks mounted on cranks of said crank shafts, and

a reciprocating mem'ber connecting said bearing blocks, and provided with slides therefor;

2. An internal combustion engine comprising in combination two crank shafts mounted for rotation, cylinders and pistons therefor, arranged to drive said crank shafts, said crank shafts each having, aside from the crank pins to avhich the pistons of said cylinders are connected, two other crank pins, angularly spaced apart one with respect to the other, sliding bearing blocks mounted on such crank pins, and two reciprocating members, one for each such crank pin of one said shaft and for the corresponding crank pin of the other shaft. each such reciprocating member having sliding bearings for the bearing blocks of its corresponding crank pins.

3. An internal combustion engine c0mprising in combination two crank shafts mounted for rotation, cylinders and pistons therefor, arranged to drive said crank shafts, and means for communicating motion from one crank shaft to the other, comprising laterally sl-id'able bearing blocks mounted on cranks of said crank shafts, and a reciprocating member connecting said bearing blocks, and provided" with slides therefor, and a scavenging pump com'iprising a cylinder located in roximity to said reciprocating member, and a listen within said cylinder, and provided with connections tosuch reciprocating member whereby said piston isreciprocated as said member reciprocates.

4:. An internal combustion engine comprising in combination two crank shafts mounted for rotation, cylinders and pistons therefor, arranged to drive said crank shafts, said crank shafts each having, aside from the crank pins to which the pistons of said cylinders are connected, two other crank pins, angularly spaced apart, one wlth respect to the other, slidingbearing blocks mounted 'on such crank Pins, and two reciprocating members, one for each such crank pin of one said shaft and for the corresponding crank pin of the other shaft, each such reciprocating member having sliding bearings for the bearing blocks of its corresponding crank pins, and

two scavenging pumps for each such reciprocating member, thescaveng1ng pumps for each such reciprocating member comprising two cylinders -located on. opposite sides of such reciprocating member, and

each provided with a piston connected to the corresponding reciprocating member to be reciprocated thereby.

5. An internal combustion engine comprising in' combination two crank shafts mounted for rotation, cylinders and pistons therefor, arranged to drive said crank shafts, said crank shafts each-having, aside from the crank pins. to which the pistons of said cylinders are connected, two other crank pins, angularly spaced apart, two members mounted for reciprocation between said crank shafts and each having two transverse guides, and bearing blocks for the lastmentioned crank pins of said crank shafts, each having a slide bearing on opposite sides of- .a corresponding'transver'se guide of one of said reciprocating members.

6. An internal combustion engine comprising in combination two crank shafts mounted for rotation, cylinders and pistons therefor, arran ed to drive said crank shafts, said cran shafts each having, aside from'the crank pins to which the pistons of said cylinders are connected, two other crank pins, angularly spaced apart, two

members mounted for reciprocation between said crankshafts and each having two tubular transverse guides, bearing blocks for v said last mentioned crank pins of said crank shafts,eachhaving a sliding bearing on the members, a guide member for each such bearing. block working in the interior of a tubular transverse guide ofthe corresponding reciprocating member, and means conncctmg each such bearing block with its -.said corresponding guide member.

7. An internal combustion engine com} prising in combination two crank shafts mounted for rotation, cylinders and pistons therefor, arranged todrive said crank shafts, and means for communicating motion from one crank shaft to the other, comprising a reciprocating member suitably guided and having cylindrical tubular transverse guides, and transversely movable bearing blocks mounted to slide on said transverse guides and having shoes movable in the tubular portions thereof, the cranks of said crank shafts having hearings in said bearing blocks;

8. An internal combustion engine comprising in combination-two crank shafts mounted for rotation, cylinders and pistons therefor, arranged to drive said crank shaft, and means for communicating motion from one crank .shaft'to the other, comprising a hollow I-shaped mem'ber suitably guided and the transverse upper and lower members of which are of cylindrical bore, and transversely movable bearing blocks mounted to slide on the said upper and lower members and having shoes movalble in the A cylindrical bores thereof, the cranks of said crank shafts having bearings insaid hearing blocks.

LEON WYGODSKY.

Witnesses:

J. Ln Ror Hornms,

Enrrn VABNEY.