US1424705A

US1424705A - Liquid-fuel motor

Info

Publication number: US1424705A
Application number: US93548A
Authority: US
Inventors: Abell Rollin
Original assignee: Individual
Current assignee: Individual
Priority date: 1916-04-25
Filing date: 1916-04-25
Publication date: 1922-08-01
Anticipated expiration: 1939-08-01

Description

R. ABELL.

LIQUID FUEL MOTOR.

APPLICATION FILED APR.25; I9I6.

l gfm. Patented Aug. l, 1922.

2 SHEETS--SHEET l.

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fn 0672807" ff/ZZZVZ AbeZZ R. ABELL.

LIQUID FUEL MOTOR.

APPLICATION FILED APII.25. 191s.

Patented Aug., L 1922,

,I 2 SHEETS-SHEET 2- I igmnulllllllllll//i tors, of which the following is maar erica.

ROLLIN ABELL, 0F MILTON, MASSACHUSETTS.

LIQUID-FUEL MOTOR.

4Speciication of` Letters Patent.

Patented Aug. il, 1922.

Application led April 25, 1916. Serial No. 93,548.

To all whom t may concer/nr:

Be it known that l, RoLLiN ABELL, a citizen of the United States, residing at Milton, county of Norfolk, lCommonwealth of Massachusetts, have invented certain new and useful Improvements in Liquid-Fuel Mo= a specification. v

This invention relates to hydro-carbon motors, and more particularly to a liquid fuel motor of a type designed for attachment to and the propulsion of boats.

Heretofore, so-called outboard motors constituting a part of propelling apparatus for ready attachment to small boats, have been of the two-cycle type and are objectionable because of the vibrations set up during operation, and when of the single cylinder form are deficient in power. Larger units or multipleA cylinders may be employed, but at a consequent increase in Weight to such an extent'as to make thel apparatus unwieldy. While four-cycle en 'nes may be used in detachable boat propelling apparatus, an objection to the usual form ofthe latter type is the number of valves and operating parts therefor when the valves are of the poppettype, which not only add to weight but increase the complexity of the engine and cost of up-keep and operation, and require careful attention and adjustment.

lt is one of the objects of the present invention to provide a simplified internal combustion or hydro-carbon motor in which the pistons are opposed, and which involves the novel arrangement of valves of such a type as to eliminate as far as possible the number of pieces ordinarily required in motors utilizing poppet-valves. Therefore, one of the features of the present invention contemplates a motor having opposed cylinders and pistons operable therein, and having a set of rotary cylindrical valves, one for each of the cylinders, and with a novel and simple. actuating means for said valves to operate them in proper time, requisite for the operation of the pistons on the four-cycle explosion principle. In this connection a feature of the invention resides in a motor in which the cylinder casings are substantially duplicate in form and construction,

and are detachable and interchangeable relatively, so as to be readily adjustable in predetermined position with respect to the crank-shaft mounting or support, thus simplifying the construction of the engine. The cyllnder or piston casings are each provided with symmetrical and oppositely disposed transverse ports which are ,adaptable for communication with either'a fuel supply connection at one side of the 'motor, or

lfor connection to a gas discharge or muffler disposed on the opposite side of the engine, the arrangement and formation of the trans.- verse ports providing for the ready cmmectin of the cylinder casings to the inlet or exhaust connections when the casings are mounted4 in proper position on either side of the crank-shaft.

It is a further object of the invention to provide a motor in which the valves control-` ling the admission of fuel and gases to and from the piston chambers are so constructed, arranged and disposed with relation to the gas ports of the piston-casingsthatthe temperature of the valve when in operation, during the running of the engine, may be controlled by subjecting the valve to the cooling action 'of the incoming fresh fuel from the carburetor, the effect of which will be to remove a portion of the heat that is transmitted to the valve during Ithe. explosion of charges of gas in the engine-casing and by 4the outflow of hot exhaust gases. To that end a feature of the invention comprises a valve which at once serves the dual functions of controlling the'inlet of cool, fresh vapor fuel to the explosion chamber of the respective piston-casing, and also controls the discharge of the hot exhaust gases through an exhaust port.n AThe valve as contemplated in this invention is of the rotary type andl of cylindrical form, and has a transverse passage or portway4 which is adapted during the operation of thel motor and movement of the valve to pass alternately from an intake" port in the piston cyl- Y coming low temperature gas is that the valve will not be so liable to expand and bind or and will be more leasily `provides for the ready assembling of the propeller` and its gearing with the power plant or motor or their disconnection with.

ease and facility so as to permit thesedetached elements to be more readily ported or j motor or power packed for shipment in a compact arrange- 'ment. To accomplish this desirable feature a characteristic of the invention consists in a lant to which there is del tacliably connectlble a structure which consists of a propeller and associated' driving-- gears with a support having a member adapted to be detachably connected to a complementary part of the motor. In the present instance the detachable propeller, suporting structure is further utilized as a tuular post. upon which is supported a steering blade or rudder; the manner of connecting the rudder-post or tube tor the motor proper providing for the swivelling of these parts relatively to permit of the steering of the boat to which the motor may be applied.

For the further simplication'of propelling apparatus of the type including a mo` tor adapted to be detachably connected to a portion of the boat to be driven, it is an object of the invention to provide for the steering of the boat and for the control of the direction of propulsion thereof through a single, manually operable tiller or control lever. To that end, one of 'the features of the invention involves the steering tiller or lever by'which the rudderA is turned, and

which is connected to a reversible propeller in such a rmanner that the one lever may be used to turn the rudder and to actuate a mechanism which will eflect a reversal of the position of blades of the propeller, when the latter is of the reversible-blade type.

It is advantageous 'in boat-propelling apparatus to dispose the motor elements so that they will be `protected both from the spr-ay and against liability of injury from .the occupants -or cargo of the boat, and to T may be readily reached dispose of them insucha manner that they when it is necessary to make adjustments as occasion requires. It is therefore a further object of the invention to provide a self-contained power or propelling apparatus for boats in which the carburetor, the muffler, and the magneto, when one is employed, are disposed in the most convenient positions, and in which they will/be least liable to injury. In the present apparatus, the carburetor is connected to a manifold which is disposed transversely across the engine and is connected to *the apparatus, it is desirable to provide a starting device which is connected t'o the engine-shaft at a position intermediate thel motor body, and a superimposed fuel tank which may be utilized, as here disclosed, as a support for' the magneto.

With. these and other objects in view, as

ywill be more clearlyset forth in the accompanying specification, the invention consists. of a power plant or motor consisting of 'various improvements in the arrangement, construction, and combination vof parts, hereinafter set forth, and illustrated in one of its embodiments lin the -accompanying drawings, in which Fig. lis a front elevational view of the apparatus as ready to be applied toa boat to -be propelled.

Fig. 2 is a side elevation looking toward the left end of Fig. 1. j Fig. 3 is a detail of a portion of the connecting means between the steering lever and the reversible propeller.

Fig. 4 is a vertical section taken on an irregular line substantiall in the plane of the axis 4of the crank-sha t and Ithe axis of 1 the pistons and through the bearing of the valve coupler.

Fig. 5 is a vertical section on line 5-5 of 105 Fig. 4, omitting the spark plug.

Fig. 6 is a horizontal'cross-section on line 6 6 of Fig. 1 on an enlarged scale showing l indetail the swivel locking connection beltwsen the tubular rudder post and the motor o y. i

Fig. 7 is an enlarged detail, in side elevation, of the starting device, and

Fig. 8 is a' plan view of the same the crank-shaft in cross section.

Fig. 9 is an enlarged detail view of the coupling socket for detachably connecting the crank-shaft with the extension-shaft.

Fig. 10 is an enlarged detail view, showing lthe flexible coupling between a valve 12,0 sten' and the coupler for driving the same, an

Figs. 11 and l2 aredetail sectional views showing showing the pump arranged in the propellerstructure, the casings being each provided i with a symmetrical arrangement ofports,

`nected suitable gas or fuel supply with chambers or pockets in each of which there is rotatably mounted a vsubstantially cylindrical valve having at a suitable location in its circumference a passage or port.- way which is adapted to be alternately presented to inlet and outlet ports formed in each piston-casing. The rotary valves of the piston-casing are adapted to be actuated by a form of driving connections deriving power from the crank-shaft. In the present embodiment of the invention, the motor includes a crank-shaft 2 havinga'plurality of oppositely disposed cranks connected by respective connecting rods 3 to pistons 4 and 5 which in the present arrangement are shown as oppositely disposed and co-axially arranged in respective and substantially duplicate. piston-casings 6-6. The inner ends of the casings 6--6 are adapted to be suitably connected, as by bolts'or screws, to an intermediate support'or bearing structure 7 in which the crank-shaft 2 is appropriately journaled, the support 7 preferably enclosing the cranks;l and' connecting rod. Thev piston-casings 6, being substantially duplicate in construction are preferably so designed as to'be interchangeable in position upon the crank case 7 and are provided, each so thatl the casings may be readily connected, when in position on opposite sides of the crank case 7, to the gas or 'vapor supplying means, or the gas discharge means.

ln carrying out and practising the present invention, an engine has been constructed and successfully operated in which each of the piston-casings is provided with a rotary. valve disposed between opposite ports, the valve being arranged 'to be driven in proper time through suitable connections with the crank-shaft 2. The driving connections and v valves obviously are capable of various constructions, `as may be required in practice. Each casing 6 is provided with a central longitudinal bore in which its piston 4 or 5, as the case may be, may reciprocate, oneend of the casing being provided -with a clearance or combustion chamber 8 in which a firing of a charge of gas may be accomplished by an electric spark plug 9 or other suitable means. Leading from one side of the combustion chamber 8 is a po-rt-way or passage 10 adapted vto communicate with a chamber 11 in which there is turnably fitted a cylindrical valve 12, insertable into its re-` spective chamber 11 through an opening at one side of its casing 6, and

- the valve chamber 11, Fig. 5, are diametrically

opposite ports

13 and 14 terminating in parallel opposite faces 15 of the cylinder 6 and to which faces are adapted to be conand gas which is adapted to be closed by a cap 111 Fig. 4.

exhaust means. By this arrangement ofi trol the inflow of a fresh charge of gas, for instance through the port 13 to the intermediate port 10 leading into the explosion chamber 8 of the cylinder 6, and by the same valve control the exhaust of the burnt gases from the explosion chamber 8 and out through the port 14. This is accomplished by forming a transverse duct, passage or port-way 16 in the valve 12 and intermediate its ends, the 'port-way 16 being of such length that it will during its rotation open communication for a period of time between

ports

10 and 13 to permit ingress of a charge during the suction stroke of the piston 5 and thereafter cut off the flow between the said ports and cover the port 10 during the compression and explosion period and subsequently during the exhaust stroke of the piston 5 open communication between the common port 10 and the exhaust port 14; the relative angular velocity or rate of rotation of the valve 12 being one-half that of the crank-shaft 2 and effect explosions of a charge in the cylinder 6 on the four-cycle principle. The port-way -16 is here shown as being circumferentially disposed about the surface of the valve body.

`One of the novel features yof the present invention resides in the arrangement and constructiony of the rotary' valves 12 and in their disposition with relation to the enginepistons and the crank-shaft, and in the driving means whereby the valvesare operatively connected to the crank-shaft. lin the present disclosure the piston-valves 12 are shown as arranged with their axes substantially arallel with the axes of their respective pistons, although in practice the valves may be otherwise arranged and disposed in the construction .of an engine. are here shown as arranged also with their `lrespective axes co-axial and-parallel with the axes of the pistons, the plane of the axes of the valves being parallel to the axis of the angles thereto, in such a manner that the axes of the valves is normal to the axis of the crank-shaft and laterally yoffset to the crank-shaft so as to provide for the utilization of a very 1simple and direct driving means for co-operatively connecting the crank-shaft and the axially alined valves. Tc achieve the axial alinement of the valves in a plane parallel to the plane of the axes of the pistons and crank-shaft and in a line transverse or normal to the crank-shaft in a relatively offset relation, the cylindercaslngs 6 6 are secured by their fastening screws 61, Fig. 1, in a substantially diagonal or oblique position to the crank case, so that while the axes of thepiston-casings intersect the axis of the crank-shaft, the axes of` the The valves valves are alined in a plane slightly offset from the plane of the crank-shaft, the angular relation of the casing 6 being clearly indicated in Figs. 2 and 5. An advantage obtained by.the duplicate construction of the piston-casings 6 is that they are readily interchangeable and usable reversibly on either side of the crank-case 7, and by reason of the provision of the symmetrically arranged inlet and outlet ports 13-14 respectively, these may be reversibly utilized in function and are adapted. to be readily connected to either the gas supply connections at one side of the motor, -or to the exhaust connections at the opposite sidel thereof.

The valves 12' are preferably so relatively disposed in -their respective casings vas toprovide for the alternate introduction of combustible vapor into their respective explosion chambers 8 ofthe motor, so that explosions occur alternately in the casings during the operation of the motor, one explosion taking place at each revolution of the shaft. The simultaneous operation of the rotary valves-12 is accomplished in Vsuch manner as to bring their respective gas ducts 16 in proper sequence to communicate with the respective ports in the valve head by a driving means actuated by the crank-shaft. A simple and practical form of valve driving mechanism is here incorporated as comprising a coupling adapted to be connected with each of the rotary valves 12 and to be operatively connected to the vcrank-shaft. Asl before stated, the valves 12 are arranged co-axially, and each is lprovided with an inwardly directed stem 17 working in appropriate bearings 18, and.

the inner ends of the stems 17 are connected for ositive rotary'engagement with a coaXia driving rod or shaft 19 which 'is removably mounted in oppositely disposed -bushings 20 and 21,'the latter preferably being threaded in a complementary portion 22 of the crank case 7. It is desirable to so couple the valve stems 17 and the driving spindle or shaft 19 as to secure a positive rotary action and yet provide for a reasonable amount of play as between the connecting spindle 19 and the valves, to allow for such axial disalinement or eccentricity as may occur in construction and by the movement' of the respective parts in their journals; this cou ling may be effected in various wa s. simple means providing for this flexi le and yet positive rotary connection consists of a coupling disk or member 23, Fig. 10, having on its opposite sides tongues 24 adapted to engage complementary recesses formed for their reception in the adjacent ends of a valve stem 17 and the' valve driving rod 19. By arranging the diametrical tongues 24 of the disk 23 at right angles to each other they will automatically lock against displacement between the valves will be positively. and simultaneously operated in a very simple and direct the adjacent ends `of a valve stem 17 and the operating rod 19 when these members are axially abutted against the coupling disks 23. `Obviously there is such a yflexible con-V nection as 23 between leach of the rotary valves 12 and 'the operating rod 19..

To insure thatthe valves 12 will be properly assembled in the respective positions, eitherduring the assembling of the engine' or when they are being replaced after removal for inspection, 'the means for coupling the valves and the valve rod 19 are preferably so designed that it is possible nto/connect them in the proper positions/only. This may` be accomplished by an eccentric uordogging relation of the parts as, for instance, by extending the tongues 24: and their respective slots but part way across the end faces of the coupllng connectign," as shown in Fig. 10. Hence, `the parts will go 85 together in one relation only, and moreover permits the valves to be interchangeable. The valves 12 are so relatively positioned l as to obtain explosions alternately in the cylinders. v,

While the requisite rotary motion may be imparted to the valves 12 in diverse manners, by connecting them lto the co-axial rod 19 and mounting upon this a driving device fashion.` The. driving device here contemplated'includes a spiral gear 26 formedor mounted upon the central portion of the driving rod 19 and engaged and driven by a complementary spiral gear 27 which is secured upon the crank-shaft 2 in the yplane of the axis of the valve driving rod 19. This simple and direct connection vof the crank-shaft through the gear-set 26, 27 is efficient, practicable, and reliable, and the timing of the valve speed with relation to the speed of the shaft is accomplished by the predetermined ratio of the gears 26, 27;

the rod or coupler. being adapted to 'be 110v driven at one-half of the speed 'of the crankshaft4 2. To take up wear of the gears,and carry the end thrust of the driven gear 26,

`the bushing 21 is adjustable, axially in its bearing, as may be requisite to bear against the adj acentside of thevdriven gear 26.

From the foregoing, it will be seen that I have devised and provided a motor of the double-opposed piston type, incorporating rotary valves for each cylinder, these valves 120,"

preferably being disposed( with, their axes parallel to the cylinder,l and also respectively co-axial in their own arrangement, and have provided a simple driving connection connecting the valves for simultaneous 125 operation by a driving connection -withthe crank-shaft of the engine. It is understood that various structural modifications and arrangements may be resorted to within the skill of those advised in the art.

While an engineof this type may be utilized in a variety of adaptations, it is here illustrated as arranged and designed for use as a part of a boat propelling apparatus capable of being readily connected to or disconnected from small boats without the reyposed fuel tank 30, having a filling cap 311 and connected to 'the upper side of the crank-case 7. To provide for the ready connection and disconnection of the motor to a row boat or other vessel to be propelled, there is detachably connectable to the motor a suitably shaped bracket 31 having a forwardly overhanging transverse flange 32 provided with suitable clamp screws 33 by which the bracket 31, when hung upon the stern of the-boat, may be detachably secured thereon. Upwardly extending arms 34 of the bracket 31 are detachably and pivotally connected by bolts or other suitable means 35 to lugs 36 on the front side of the crank case 7, Fig, 1, and byl means of this pivotal connection 35 therangle of the vertical shaft with relation to the position of the bracket 31 may be readily obtained to provide for the proper disposition of a propelling apparatus hereinafter described, and which is connectable, detachably, to the motor casing. ln the present arrangement of the motor,

i the intake ports 1'3 of the valve chambers in the casing 6 are presented to the forward and upper side of the motor, and are connected to a transversely disposed manifold '37 by cap screws there being connected to the manifold 37 a suitable type of carburetor or generator l38, this being disposed above the motor supporting bracket 31 so that when the apparatus is mounted 'upon the boat the carburetor 38 is within convenient reach of thev operator o f the boat.

' The carburetor 38 is connectedto the fuel tank 30 by feed pipe 39, Figs. 1 and 2, The exhaust from the engine is discharged.. through the lower and opposite ports 14 of the pisto'n-casin'gs 6 into a muiler or other exhaust device 40. 1n the present arrangement, the ends ofthe carburetor are con-a nected by exhaust pipes 41 which are fastened by screws 42 to the faces of the exhaust ports 14 at the rear of the engine and below the case 7 By this disposition of the muler 40 itis sustained below the general structure of the motor in an out-of-the-wayl position and most remote from the occu pants of the boat.

When the fly wheel 21 is substantially covered and concealed by -the 'fuel tank 30 mounted thereabove, it is desirable thata simple, practicable and safe means be provided to manually turn the crank-shaft ai sufficient number of revolutions to start the engine, and while this may be accomplished in practice in a variety of ways, l provide va simple starting device which preferably is disposed in a concealed position where it is not only out-of-the-way, but also lends to the compactness of the apparatus. The starting device, in one form, comprises `as shown in Figs. 7 and 8,`a ratchetwheel 45 secured on the shaft 2 and having in one of its side faces teeth which are adapted to engage with a driving pinion 46 slidably and rotatably mounted on the shaft 2 and normally projected by a spring 47 so as to `mesh,'when driven in one' direction, with the teeth of the ratchet wheel 45 on the shaft 2. The slidable pinion 46 has circumferential teeth which are adapted to mesh with the teeth of a sector 48 formed on one end of a lever arm 49 which is pivoted at 5() at a position on a portionof the crank case 7 from which the longer and operating arm of the lever 49 may project forwardly to be readily accessible to the operator of the y boat; the base of the tank 30 being provided lwith a slot 302 in which the operating lever 49 may play. Tostart the engine, the operator grasps the projecting handle or arm of the starting lever 49 and swing' ing it in one direction willtcause the ratchet 'gear 46 to automatically 'yield longitudinally on the shaft 2 and ratchet across the teeth of the ratchet wheel 45 whereupon by throwing the lever 49 inthe opposite direction the complementary ratchet teeth of the wheel 45 and the gear 46 will be interlocked by the action of the spring 47, and when suicient power is applied to the starting lever 49 the crank-shaft will be rotated andy produce a compression of a charge of fuel in one of the engine cylinders, which charge lwill be ignited in the usual manner when `the ignition circuit is closed. For safety, in event of a back-fire, the pinion 46 will automatically run out of mesh with the short f sector 48 as this is swung around, and clears the pinion.

It is one of the features of the present invention to provide a boat propelling apparatus of the outboard motor type in which the motor and the propeller and its mechanism connecting it to the motor may be readily connected to be utilized and easily disconnected, so that the twovseparate or main elements, that is, the motor, and the propeller, and its connecting mechanism, may be separated to permit the apparatus to be closely arranged for packing and transportation, and to permit ofthe separated structures being more easily handled during-portage and assembly. To that end I have.

l by and with the shaft. The socket member 53 has at its opposite end a polygonal socket to receive a Acomplementary polygonal end of an extension shaft 54l which is supported at its upper end in a bushing 55 and in its lower end in a bushing 56, each of which are appropriately secured in a tube 57. The upper bushing or head 55 has its upper end enlarged and turnably fitted upon the hub 50 of the motor casing or mounting, and is adapted for a limited turning or rotative v movement thereon, but is held against axial movement when'connected to the hub 50 by a supporting and locking means of suitable typo. As shown in Fig. 6, the swivelling head or bushing 55, which is secured to the tube 57, is provided with a' circumferential Aslot 58 of suitable length and width, and when the swivel head has been slipped upon4 the hub 50, itis turnably locked thereto by a detachable key or plate 59 of suitable length and the width of which is approximately equal to the width of the slot or way 58 in the head v55, and carries suitable dowel pins or projections 60 adapted t0 be inserted into respective pin pockets 61 formed to receive the same in the pendant hub 50, the pins'serving to support the weight superimposed on the plate 59. The supporting plate'or key 59 is adapted to be detachablyA connected to the bearing 50 when the head 55 is mounted thereon by a suitable fastening device here shown as consisting of a thumb screw 62 turnably fitting the plate 59 and engageable with a threaded aperture 63 in the hub 50, and also as' having an annular shoulder 64 engaging on one side with a counter-sunk space of the plate 59. To pre vent accidental loss or displacement of the.

head supporting or locking plate 59, it is preferably permanently connected to th'e motor by a suitable means, consisting in one form of a chain 65, having one of its ends attached by a swivel ring 66 to the shankof the thumb screw 62 where it projects through the locking plate 59. l

Thus the tube 57 is turnably'connectible to the crank-support or mounting and held lagainst longitudinal movement by the detachable locking key or member 59 which can be quickly inserted into the circumferential slot 58 of the tubular head 55 and fastened in position by turning the screw 62 into the projecting hub 50.

The depending tubular member 57 serves not only as an enclosure for the shaft extension 54, but further has the function of supporting andturning a rudder by which the boat, to which the motor is connected, is controllable. Upon the lower end of the tube 57 there is detachably mounted a housing or box 70 projecting downwardly from which is a rudder or fin 71 which may be integrally formed with `housing y70, this latter comprising a tubular chamber, the axis of which is disposed at right angles to the axis ofthe tube 57, and incloses a propeller-shaft 73 which is supported in a bearing 74 arranged inthe plane of the pro- 'ected axis of the extension-shaft .54. The bearing is formed with a packing chamber 75 to receive al suitable packing medium which may be compressed by an adjustable gland 76 threaded at 77 into the chamber 75 of the bearing portion 74. Power is trans.- mitted from the shaft 54 when the engine lis operating through a set lof bevel gears 7 8 7 9, one of which is secured upon the lower end of the shaft 54 and another of `which is secured on the inner end of the propeller shaft 73. The hub of the" gear 79 which 1s mounted on the shaft 73 provides a ball race to support a set of balls 80 which are adjustably forced against the hub. of the gear 79 by a thrust disk 81, circumferentially threaded into the housing 70 and having a race-way inl vwhich the balls 80 operate. .In this manner the end thrust of a propeller 82, secured on the shaft 73 is taken on an anti-friction bearing in which the member 81 is adjustable to take up the wear of the parts, and the race member 81 may be locked in its desired position by a set-screw or other suitable device 83.

The motor here shown is of the water booled type and a supply of water is lcirculated to the motor through a means consisting of a pump which in the present caseV is mounted upon the housing 70 and is preferably of such an arrangement and construction as t0 be readil detachable bodily to permit inspection an renewal of parts as may be necessary Without requiring the dis-` mantling or change of position of the propeller driving mechanism contained withiny the housing 70. The pump here illustrated is of the rotary gear form in which gears 85 and 86 are intermeshed`in parallel position and inclosed in a small casing 87 in which parallel shafts 88 are journaled and operatively connected to the shaft 73 in suitable manner. One of these shafts is shown pro.- vided with a transverse or diametrical lug or projection 89 flexibly but positively en aging withv the adjacent en d of the prope lershaft 73 so as lto be4 driven thereby. The

l `to culating through flexible connection 89 between the

co-axial shafts

73 and 88 provides for relative independent axial and transverse play incident to the operation of these members, without causing them to bind in their bearings. The pump casing 87 is fastened at one side to a disk or head 90, which serves as a cover late and is concentric with the centre of the shaft 88 which is coupled to the propeller-shaftJ 73, and the disk or head 90'is circumferentially threaded to permit of its being screwed into the housing 80 and adjacent to the stationary race-disk 81. There may be placed between the pump head 90 and the race-disk 81 a packing. ring 91 against which the adjacent annular shoulders of the respective members may bear when the pump head 90 is screwed firmly into place, and in which position may be locked by a set screw 83. The pump casing 87 and the pump head 90 are separably connected by a set of fastening screws 92. rlllhe pump casing 87 is adapted to be covered after it has been assembled upon the box or housing by a hemispherical forwardly projecting cover or cap 93, the diametrical edge of which is adapted to telescope in the bore of the open end of the housing and may be fastened securely in position by a cap screw 94 fitting a threaded extension 95 of the pump casing 87. rThe cap 93 may be provided with a plurality of apertures 951 for the inlet of water to the suction point of the pump, and in operation water is discharged by the rotating gears through a pipe or other suitable conductor 96, Figs. 1, 2, and 11, whichfextends upwardly along the front of the tube 57 and is connected by flexible branch tubes or hose 97 which in turn are connected to lower inlet ports of the water chambers, surrounding Vthe respective piston-casings 6-6, the water cirthe water jackets of the engine and being discharged through suitable tubes 98.

When in use, the motor is suspended upon the stern of a boat toV be propelled through means of the bracket 31, the tubular member 57 depending from the motor and being maintained in a suitable angular position with relation to the boat and the bracket 31 by means of a collar 31 which turnably fits the tube 57 and has transversely projecting studs which engage slidable clamps 31a which are adjustably movable in rearwardly extending parallel slotted guideways projecting from the lower arms of the bracket 31. The tube supporting the propeller-shaft and rudder 71 is adapted to be turned angularly o n the hub 50 so as to accomplish the desired change of angle of the rudder for the purpose of steering the boat, by means of a horizontally projecting lever 100, Figs. 1 andv 2, which projects forwardly from and is turnably mounted in a bearing 101, Figs. l and 11, formed at the upper portion of the swivellino head 55.v Thus, by grasping the steering lever or tiller 100 and turning it either to the right or to the left, the steering tube 57 is swung to turn the rudder 71 tothe desired angular position, during which movement the tube 57 is permitted to rotate in its collar 31 by which'it is held in a substantially vertical position when adjusted upon a boat.

For the further simplification of apparatus of this type, it is one of the objects of the present invention to utilize the steering lever 100 as a means whereby the propeller 82,

when this'is of the reversible type, may be operated as conditions require to check the speed of and stop or reverse the direction of travel of the boat. ln the present instance, the propeller 82 shown, is of a type involving reversible blades, which, when their angle of pitch is changed or reversed, thereby changes the speed or reverses the direction of travel of the boat. profpellerl is utilized, the steering lever 100 is preferably rotatably mounted in its bearing 101, and v1s provided on its rear end, F ig. 3, with a lever 102 to which is connected the upper end of a link 103, Figs. 2 and 3, and the lower end of the link 103 is connected to a bell crank 101 which is pivoted upon the propeller-shaft housing 70; one end of the bell crank 1011 engaging and being adapted. to operate a sliding device having oper-1- ating connection with the blades of the propeller 82 in such a manner that when the bell crank 104C` stands in oneposition, the propeller blades will operate toi propel the boat forwardly and when by a rotative movement about its axis of the steering lever 100, the crank arm 102 will shift the link 103 downwardly and rock the bell crank 10a to shift the position of the slide 105 and eect a change of the angular position of the blades of the propeller 82 so that the latterv will then operate, with a reversing action on the boat. Thus it will be seen, that I have provided a means whereby the rudder may be maniplated to control the angular direction of travel of the boat, andby which alsoy a reversible propelling mechanism may be actuated to control the speed of or reverse the I motion of the boat.

In motors, especially of a type which are Y to be used for marine-propulsion purposes,

it is desirable Yto arrange all of the parts as compactly as ossible so that they will not only require llttle space, but which will be so disposed as to be protected from injury by contact wlth surrounding bodies, but

which will also be protected as much as ossible against the actionof the spray. ft .is therefore one of the features of the present invention'to so dispose the magneto genera- `l/lhen this type of iet . .tor `vvhenused to supply current for the engine in such a position as to be directly connected to the engine shaft, and at the same time be accessible and protected from the spray, and in this embodiment of the invention, a magneto 11() is shown as mounted upon the top of th fuel tank Where it is most remote from the water, and is drivenV by a beveled gear 111 ,secured on its shaft 112, .the gear 111 meshing with and being driven by a pinion 113 secured upon the upper end of the crank-shaft 2 Where it projects through a central chamber formed therefor in the centre of the fuel tank 30. From the magneto 110 are extended lead Wires 114 which connect thespark plugs 95 preferably mounted on the piston casings 6-6 to provide for the ignition of the fuelin the combustion chambersv o-f the engine.

Various modifications in the form and construction of my invention may obviously I be resorted to, if within the limit of the appended claims.

What I therefore claim and desire to secure by Letters Patent is:

1. In a motor, a crank-shaft, a support therefor, interchangeable piston-cylinders detachably connectible with the opposite sides of the said support, said cylinders having each a valve chamber with opposite ports for communication with either inlet or outlet connections, and'rotaryvalves mounted 3. In a liquid fuel motor, a crank-shafty and its support, a fuel tank superimposed 'upon the crank-shaft support, and a startin device operatively connected to the sai crank-shaft and Ainterposed between the said fuel-tank and the crank-shaft support.

4. A liquid fuel motor having a vertically disposed crank-shaft, a support therefor, a

fuel tank superimposed on the motor, a

ratcheting device arranged on the shaft below the said tank, and a manually operable starting lever projecting from below the tank between said tank and the crank-shaft support and disconnectibly engageable with the said device, whereby the motor may be` y started.

Intestimony whereof I affix my signature in presence of two witnesses.

. ROLLIN ABELL. Witnessesz JOHN I-I. ANDERSON, WARREN A. ANDERSON.