US1324534A - Engine - Google Patents

Description

J. G. AMBROSE.

' ENGINE.

APPLICATION FILED SEPT. a. 1918.

1,324,534. Patented Dec. 9,1919.

3 SHEETS-SHEET I.

uueutoz I. G. AMBROSE.

ENGINE.

APPLICATION FILED SEPT. 5. I918.

Patented Dec. 9, 1919.

3 SHEETS-SHEET 2- an uc 14 50:

J. G AMBROSE.

ENGINE.

APPLICATIONHLEUSEPL D,191B- I 7 1,324,534. Patented Dec. 9,1919.

' swuantoz JENNINGS GRANT AMBROSE, OF SAN DIEGO, CALIFORNIA.

ENGINE.

Specification of Letters Patent.

Application filed September 5, 1918.

To all whom it may concern:

Be it known that 1, JENNINGS GRANT AM- nnosn, a citizen of the United States, residing at San Diego, in the county of San Diego, State of California, have invented a new and useful Engine, of which the following is a specification.

The device forming the subject matter of this application is an internal combustion engine, and one object in view is to provide novel means for compressing the explosive mixture and delivering the same into the intermediate portion of a cylinder, between two pistons which are mounted to reciprocate in the cylinder.

A further object of the invention is to provide in-an internal combustion engine, nov el means whereby a plurality of cylinders may be arranged around a central shaft, the pistons in the cylinders being connected with a central shaft in a novel Way.

The invention aims to provide an engine of the kind mentioned including a novel valve actuating means.

It is contemplated that the engine forming the subject matter of this application shall be light in weight, economical in fuel construction and efiicient in operation.

It is within the province of the disclosure to improve generally and to enhance the utility of devices of that type to which the present invention appertains.

With the above and other objects in view, which will appear asthe description proceeds, the invention resides in the combination and arrangement of parts and in the details of construction hereinafter described and claimed, it being understood that, within the scope of what is claimed, changes in the precise embodiment of the invention shown can be made without departing from the spirit of the invention.

In the accompanying drawings Figure 1 shows in longitudinal section. an engine constructed in accordance with the invention, parts appearing in elevation; Fig. 2 is a cross section taken approximately on the line 2-2 of Fig. l, the line l1 in Fig. 2 indicating the cutting plane on which Fig. 1 is taken; Fig. 3 is a fragmental sectional detail showing one of the bearings for the main shaft; Fig. 4 is a section taken Patented Dec. 9, 1919.

Serial No. 252,778.

on the line 4-4 of Fig. 2; and Fig. 5 is an ing to give the engine a cruciform outline in cross section, as shown best in Fig. 1. Bea-ring plates 6 are carried by the ends of the extensions 5. End plates 7 are mounted on the outer extremities of the crank cases 3 and support cylinders 8. Preferably, there are four of these cylinders 8, disposed in a straight line, transversely of the engine, as shown in Fig. 2. The cylinders 8 are connected internally by a transverse partition 9, adjacent to which is located a ring 10 mounted on the end plate 2. The cylinders 8 are connected by a partition 11 cooperating with crank cases 12, a ring 1% and end plates 15, the construction being a duplicate of the construction at the opposite end of the engine. The description has been confined to the cylinders 8, but applies to cylinders 16, of which there may be four, these cylinders 16 being arranged in a straight line, transversely of the engine, and being disposed at right angles to a plane which passes through the axes of the cylinders 8. These details will be understood clearly from Fig. 2. The intermediate portions of the cylinders 16 and 8 may be closed in a cruciform. jacket 17.

Each cylinder 8 carries, intermediate its ends, a valve casing 18 having two inlet ports 19. communicating with the cylinder, intermediate the ends of the cylinder. T he ports 19 are controlled by inwardly opening valves 20, hold in closed positions by springs 21. Pipes 22 extend in opposite directions from the valve casings 18 and connect the crank cases, of which the crank cases 3 and 12 may be taken as typical. The stems of the valves 20 are operated by cams on a shaft 24 journaled in bearings 25 on "the cylinders 8. In a similar way, the valves of the cylinders 16 are operated by cams 26 on it shaft 27 journaled in bearings 28 on the cylinders 16. The shaft 2i carries a worm wheel 29, and there is a worm wheel 30 on the shaft 2?. The worm wheel *2!) meshes into a worm 31, and the worm wheel 30 meshes into a worm wheel 3:2. The worm wheels 31 and 32 are mounted on a main shaft 3%, journaled in bearings 35 on the end plate It and on the member 6.

Pistons 86 and 37 are mounted for right line movement in the cylinders 8, on opposite sides of the ports 19. Pitmen 38 are connected with the pistons and coiiperate with cranks 39 on a shaft :0 journaled in the crank cases 12. The shaft 40 carries a worm e1 meshing; into a worm wheel 42 on the main shaft 3%. By means of pitmen l3, the pistons 37 are connected with cranks it on a shaft &5 journaled in cases '3. The shaft 4:5 carries a worm l6 meshing into a worm wheel 47 on the main shaft 34. The pistons in the cylinders 16 are similarly operated, the pitmen at one end of the engine being shown at 48 and coo iierating with cranks 49 on a shaft 50 carrying a worm 51 meshing into a worm wheel 52 on the main shaft 3%. At the other end of the engins, the pitmen are shown at 53 and cooperate with cranks 5% on a shaft 55 carrying a. Worm 56 meshing into a worm 57 on the main shaft 84. Each of the cylinders is provided with inlet ports 59, and with exhaust ports 60, located between the ports 59. as Fig. i will show.

Referring to Fig. 4, and taking one of the cylinders 8 as typical, itmay be stated that the charge enters by way of the ports 59, when the pistons 36 and 37 more toward each other, the exhaust ports 60 being closed by the pistons. The charge, proceeding through the ports 59, passes into the crank cases 3 and 12, and is conipressed therein, when the pistons Eff-and 37 move. apart. When the charge is compressed in the crank cases, the charge traverses the conduit, comprisingthe pipes 22, and enters the valve casing 18. At. the appropriate time, the valves 20 are opened by the action of the cams 23 on the shaft 24, and the charge moves into the cylinder 8, between the pistons 3G and 37. At an appropriate time, after compression, the charge is exploded, between the pistons 36 and 3'7, by any suit able means (not shown). The pistons 36 and 3'? then more apart, under the action of the expanding charge. tons 36 and 37 uncover the exhaust ports 1'50, and cover the inlet por s as shown in i at, whereupon the exploded charge passes outwardly through the port 60.

The pitmen 38, coiiperating with the crank 3 drire the shaft t0, the shaft bein driven'by the pitnien 43 and the cranks Ultimately, the pis- The worm l1 coacts with the worm wheel 42, the worm 46 cooperating with the worm wheel 47, rotation thus being imparted to the mair. shaft 3 from the shafts l5 and Fill. The pistons in the cylinders 16, operate in a similar way, and by a. like 'means, impart rotation to the shaft 3i. When the shaft 3% is rotated, the valve shaft 2i is rotated by means by the worm 31 and the worm wheel 29, the cams 23 actuating the valves 20 in a manner alluded to. The valve shaft 27 of the cylinders 16 is driven from the main shaft .34 by the worm wheel 30 and the worm 32. Fig. 2 will show that the main shaft 3i is offset from the axis of the engine, in order that a proper driving connection may be effected between the shafts 4G and 45, upon the one hand, and the shaft 34 upon the other hand, and between the shafts 50 and 55 on the one hand, and the shaft 3 on the other hand. Further, theconstruction is such that the shaft 55 and 45 are not in the sameplane, the same observation holding true with regard to the shafts 50 and 40, driving connections between the shafts and 50, and the shaft 34 thus being possible. as Fig. 1 will disclose.

All parts of the engine are interchangeable and are reasonably accessible. The engine hereinbefore described combines lightness in weight with strength, and will be found to be eficient in operation.

Having thus described the invention, what is claimed is:

1. In an internal combustion engine, a. cylinder; cases at the ends of the cylinder; pistons movable in the cylinder toward and away from each other. the cylinder having fuel supply ports controlled by the pistons and c onnuunicating with the cases when the pistons move toward. each other, the cylinder having exhaust ports controlled by the pistons and opened when the pistons move apart: a conduit connecting the cases and ha ring" an opening conmiunicating with the cylinder between the pistons; a valve controllin the opening: a main shaft disposed approximately parallel to the cylinder; auX- iliary shafts disposed transversely of the main shaft; means for connecting the auxiliary shafts with the pistons; a third shaft having means for operating the valve; a worm and worm wheel connection between the third shaft and the main shaft; and a worm and worm wheel connection between the main shaft and each auxiliary shaft.

ln an internal combustion engine, a main shaft: cylinders disposed about the main shaft in parallel relation thereto; oppositely moving pistons in the cylinders:

valves controlling the inlet of fuel into the cylinders between the pistons; crossed shafts controlling" the valves of oppositely disposed cylinders; means for connecting each of the lam) ' crossed shafts with the main shaft; crossed auxiliary shafts at the ends of the cylinders; means for connecting the auxiliary shafts with the main shaft; and means for operatively connecting each of the auxiliary shafts, adjacent to its ends, with the pistons of oppositely disposed cylinders.

In testimony that I claim the foregoing as my own, I have hereto aflixed my signature in the presence of two witnesses.

JENNINGS GRANT AMBROSE.

WVitnesses:

C. B; HANSEN, J. 0. RICE.

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