US1498216A - Internal-combustion engine - Google Patents

Description

June 17 1924. 1,498,216

' c. T. WADE INTERNAL COMBUSTION ENGINE Filed March 30 1917 2 Sheets-Swat 1 FI I TIGB

June 17, 1924, 1,498,216

- C. T. WADE INTERNAL COMBUSTION ENGINE Filed March 30 1917 2 Sheets-Sheet 2 v 44 I v 29 I Z6 Z0 4 Z8 ZZ /0 5 l0 l4 l5 /8 /9 I H n l Willi-LII," Ill 1/ 11/ v v v Y zmawvewtoz anew/14013 Patented June 17, 1924.

UNITED STATES PATENT OFFICE.

INITEBNALTCOMBUSTION ENGINE.

Application filed March so, 1911. Serial 110. 158,540.

To all whom it may concern:

Be it known that I, CHARLES T. WADE, a citizen of the United States, residing in Hackettstown, county of Warren, and State of New Jersey, have invented certain new and useful Improvements in Internal-Coinbustion Engines, of which the following is a specification.

This invention relates to fluid pressure engines and the like, and is particularly applicable to internal combustion engines.

The primary object of the present invention is to produce a reciprocating engine which is perfectly balanced at all times, so as to secure substantial elimination of vibration and the reduction of stresses in the.

various parts.

Another object of the invention is to provide a construction in which the force of the explosion and momentum of reciprocating parts is taken up by a fluid cushion, thereby 4 further tending to obviate the vibration and to reduce the pressures on the bearings.

Owing to these characteristics, engines embodying my invention may be constructed to operate at very high speeds, whereby a very high ratio of horse power to weight is obtainable, which makes th engines particularly applicable to aeroplane work.

In the accompanying drawings, which form a part of this specification, I have illustrated somewhat diagrammatically a twocycle internal combustion engine embodying my invention in one form, but it will be understood that the invention may be otherwise carried out. In these drawings, Figure 1 is a side elevation of the engine. Figure 2 is a horizontal section therethrough on line II-II of Figure 1. Figure 3 is a vertical section of the engine, the cranks being shown as having moved 90 from the position shown in Figure Figure 4 is a side elevation of the double reciprocating cylininder. Figure 5 is a similar view of the double piston. Figure 6 is a horizontal sectional view illustrating a modified arrange: ment of cranks and connecting rods. F igure 7 is a fragmentary-horizontal sectional view showing a modified arrangement of ignition devices.

Referring to the drawings in detail, the numeral 1 designates a casing, which has an extension 2 at each end provided with an internal cylindrical bore. The inside of the main part of the casing is also preferably bored cylindrically as indicated at 3. The casing is provided with suitable bearings 4 for the engine crank shaft, 5, which has cranks extending in opposite directions therefrom. These cranks may be arranged in any suitable manner, for instance, as shown in Figure 2, a pair of cranks 6 ma extend in one direction while an intermediate crank 7 extends in a diametrically opposite direction; or as shown in Figure 6, a pain of ofl'set cranks. extending in opposite directions may be employed. The crank shaftcarries a suitable fly wheel 8.

Mounted to reciprocate in the casing is a double cylinder member 10 of the form shown in Fi re 4. .This member com prises two cylinder portions 11, which slide in the casing extensions 2, and which are joined together by the connecting members 12. Preferably the connecting members 12 are formed inte ml with one of the cylinders, their ends eing offset, as indicated at 13, so as to overlie portions of the other cylinder, as clearly shown in Figure 2. These parts are then secured together by the wrist in 14, which ioles in the cyllnder portions. Any other suitable detailed construction ma be employed for this purpose. Each 0 the cylinders carries a collar or flange forming an auxiliary piston 15 arranged to reciprocate within one of the casing bores 3. The outer surfaces of the cylinders 11 and of the flanges 15 are preferably provided with suitable packings to maintain a fluid tight engagement with the respective casing bores. As illustrated, each of the flanges is pro vided with a single packing ring, while each of the cylinders has an inner pair of packing rings 18 and outer packing rings 19. Each of the cylinders 11 has a head 20 set in wardly some distance from the end of the cylinder walls, so as to leave projecting skirt or flange 21. The double cylinder member is arranged to be reciprocated by means of a connection with the crank or cranks extending in one direction from the crank shaft. As shown in Figure 2, the cylinder member is connected with the pair of cranks 6 b means of a pair of connecting rods 22, whic are journaled on the cylinder wrist pin 14.

Mounted to reciprocate in the double cylinder is a double iston member of the form shown in Figure 5. This member asses through registering comprises the two pistons 26, oneof which reciprocates in each of the cylinders 11, and which are connected by the members 27. As illustrated, the members 27 are formed integral with one of the pistons and are provided with offset portions 28 which engage the other piston, these parts being secured together b the piston wrist pin 29, which passes through registering openings in the piston members. The piston surfaces are preferably fitted with packing rings 30. The piston member is arranged to be reciprocated by a connection with the crank or cranks extending in the opposite direction from the cranks to which the cylinder member is connected. As shown in Figure 2,'the iston member is connected to the crank7 V y means of'a connecting rod 31 jour naled on the wrist pin 29. 'In order to permit the reciprocatory movements of the piston and cylinder .members, the cylinder member is provided with a suitable slot 35,

A as shown in Figure 4, through which passes Figure 5, is

inder wrist pin 14.

the crank shaft 5 and the piston wrist pin 29, while the piston member 25, shown in provided with slots.36, through which pass the crank shaft 5 and the cyl- In some cases, it may be desirable as shown in Figures 1 and 2,.to extend the wrist pins laterally and provide them with bearin in the casing. As illustrated the ends 0' these pins are arranged to work in slots 37 and 38 in the walls of the casing. In this way, lateral pressures between cylindrical surfaces of the pistons, cylinders and casing are relieved and any tendency of these parts to wear out of round is largely eliminated.

It is to be noted that the wrist pins for the cylinder assembly and the piston assembly respectively are located at opposite sides of the crank shaft, so that the connecting rods connecting said wrist pins with the oppositely disposed cranks extend in opposite directions from said cranks and always have the same angularity. It will thus be seen that the piston unit and cylinder unit are at all times moved at identical velocities but in opposite directions. Furthermore as the cylinder assembly and.

piston assembly are preferably constructed so as to be of equal weight, it will be seen that a condition of absolute balance of mechanical and momentum forces, is obtained.

Explosion of the charge takes place alter nately in the spaces between the pistons and cylinders at opposite ends of the engine and as the explosive force acts on equal areas of the piston and cylinder heads, the explosive effort is also balanced. The charge is introduced into the engine through the inlet pipes 40, which open into the preliminary compression chambers 41 enclosed between the larger part of the casing and the auxiliary pistons 15'. inwardly opening check valves 42 are provided in the pipes,

The cycle of operation of the'engine described is of what is commonly referred to as the two-cycle class, and is as follows: Referring to Figure 2, it'will be seen that the double cylinder is at the right-hand limit of its movement. As the crank shaft revolves, the piston will immediately start moving to the right, while the cylinder will move in the opposite direction. Considering nowthe right-hand end of the engine, as seen in Figure 2, this movement will result in the flange piston 15 moving away from the end wall of the casing and thus enlarging the chamber 41, into which a charge will be drawn through the pipe 40 and check valve 42; At the same time, at the lefthand end of the engine, the auxiliary pis ton 15 will be approaching the end wall of the casing, so'as to decrease the volume of the left-hand chamber 41. This will produce a preliminary compression of the charge in this chamber asthe check valve prevents the charge from being forced back into the pipe 40.

At each end of the engine, a combustion chamber 43 is formed by the inner walls of the cylinder and the end of the pistonworking t erein. The combustion chamber at the left-hand of the engine is shown in Figure 2 as closed up to its smallest capacity at which instant the i nition takes places while at the right-hand side of the figure the piston is withdrawn from the cylinder as far as it will go. In the former position, it will be seen that all openings into and from the combustion chamber are closed sothat the expansible force of the gases due to the explosionwill be exerted in pushing the cylin der and piston apart. In the opposite position shown at the ri ht-hand of the figure,

it will be seen that t e exhaust ports 44 in the cylinder are in registration with the exhaust ports-45 in the casing so as to permit the burnt gases to passout of the chamber. It will also be seen'that at this part of the stroke the end of the piston 26 has uncovered the inlet ports 46 in the cylinder, so as to ermit the pression in the chamber 41 to rush into the chamber and fill it, at the same time driving charge under preliminary comseen that in each case, when anexplosion and expansion of the charge takes place at one end of the engine, a charge is being compressed at the other end, so that the shock due to the explosion and the momentum of the parts rior to a reversal of movement is taken up by a fluid cushion at the opposite end. In engines as ordinarilyconstructed, this direct cushioning efl'ect is not present but the forces due to the reversal of movement are entirely taken up by the wrist pin, crank and crank shaft bearings. Great strains are thus produced and large bearings must be employed, which nevertheless sometimes crush under the impulse. With my construction, the stresses are greatly reduced and the pressure on the bearings is largely relieved.

Ignition of the charge may any -suitable means. Preferably an electric spark plug is provided for igniting the charge at each end of the en ine. As shown in Figures 1 and 3, a spark p ug 50 is mounted in each of the casing extensions 2, the position of thn ,spark plug being such that a port 51- will re ister with it at the proper point in the eye e for ignition to take place, so that when the spark is caused to pass between the terminals of the plug, the com pressed char e in the chamber 43 will be ignited throng the opening 51. The opening 51 may preferably be elongated as indicated, so as to permit some latitude in the timing of the spark and enable the spark to be advanced at high speeds and retarded at low speeds as is customary. Anyother suitable arrangement for ignition may be employed; for example, that shown dia rammatically in Figure 7 in which the spark plug is car ried by the cylinder head and connected with the source of electric current through a suitable flexible or movable conductor 52.

In Figure 6. a modified arrangement of cranks and connecting rods is shown in which two crank pins are employed, the crank pins 60 overlapping so as to gain 1ncreased bearing area within the restricted limit of dimensions. The central crank member 61 is offset. The connecting rods 62 are oppositely curved, as shown. so as to clear the overhanging portions of the opposite crank pins. The overlapping arrangement of the crank )ins also tends to equalize or centralize the t rust on the crank shaft.

As the illustration which I have made of.

my invention is intended to be diagrammatic rather than detail in character, I have not shown any specific devices for'cooling or lubrication, but it is to be understood that anvdesircd and known means for effecting these results which are adapted to the accomplishment thereof may be employed where necessary.

Vhile I have shown but one preferred embodiment of my invention as applied to an internal combustion engine of the two-cycle e caused by type, it will be understood that some of the features of the invention may be used without others or in combination with different features and that the invention is applicable to various types and constructions of apparatus.

What I claim is:

1. In apparatus of the character described, the combination of a support, a pair of reciprocatable units carried by said support, and including oppositely disposed coacting pistons and cylinders, and means for reciproc ating said units at like speeds in opposite directions, said units being of substantially the same; weight.

2. In apparatus of the character described, the combination of a support, a unit including a pair of oppositely disposed joined cylinders mounted to reciprocate on said support, a second unit including a pair of oppositely disposed joined pistons arranged to reciprocate in said cylinders, and connections for causing said units to reciprocate at like speeds in opposite directions, said units being of substantially the same weight.

3. In apparatus of the character de' scribed, the combination of a support, a unit consisting of a pair of oppositely disposed joined cylinders mounted to reciprocate on said support, a second unit consisting of a pair of oppositely disposed joined pistons arranged to reciprocate in said cylinders, and connections for causing said cylinders andpistons to reciprocate at like speeds in opposite directions, said joined cylinders beingof substantially the same weight as said joined pistons.

4. In apparatus of the character described, the combination of a support. a crank shaft journaled therein having cranks extending in opposite directions, cylinder bearings on said support, a unit consisting of joined cylinders arranged at opposite sides of said crank shaft and reciprocating in said cylinder bearings, a second unit consisting of joined pistons on opposite sides of said crank shaft mounted to reciprocate in said cylinders and connections from the cranks on opposite sides of said crank shaft to said pistons and cylinders respectively, said joined pistons being of substantially the same weight as said joined cylinders.

In apparatus of the character described, the combination of a support, a crank shaft journaled therein haying cranks extending in opposite directions, cylinder hearings on said support, a unit'oonsisting of joined cylinders arranged at opposite sides of said crank shaft, a second unit consisting of joined pistons on opposite sides of said crank shaft mounted to reciprocate in said cylinders and connections from the cranks on opposite sides of said crank shaft to said pistons and cylinders respectively, said connections extending in 0pposite directions from said crank shaft, said joined pistons being of substantially the same weight as .said joined cylinders.

6. In an internal combustion engine, the combination of a casing, a crank shaft therein having cranks extending in opposite directions, a pair of cylinders sliding'ly engaging the inner wall of said casing mounted to reciprocate on opposite sides of the crank shaft, connections from said cylinders to a crank or cranks extending'in one dire:- tion from said crank shaft, a piston mounted to reciprocate in each of said cylinders, and connections from said pistons to a crank or cranks extending in the opposite direction from said crank shaft, the combined weight of the pistons and their connections being substantially the same as the combined Weight of the cylinders and their connections. v

7. In an internal combustion engine, the

combination of a casing, a crank shaft therein having cranks extending in opposite di-v rections therefrom, adouble-headed cylinder unit mounted to reciprocate in said casing, a double-headed piston unit mounted toreciprocate in said cylinder unit, and connecting rods connecting-said cylinder unit and piston unit'to cranks extending in opposite directions from said crank shaft, said by]- inder and piston units being of substantially equal weight.

8.'In an internal combustion engine,.the combination of casing, a crank shaft therein having cranks extendingin opposite directions therefrom, a double-headed cylinder unit mounted to reciprocate in said casing, a double-headed iston unit mounted to reciprocate in said beyond theisame, bearings in said casing in which the extended ends of said wrist pins reciprocate, and connecting rods connecting said wrist pins to cranks extending in opposite directions from said crank shaft.

9. In an internal combustion engine, the combination of a casing having internal cylindrical bores of two diameters, a pair of joined flanged cylinders, the main cylincylinder unit, wrist pins carried by said cylinder unit and piston unit respectively, and extending laterally;

larged central portion having a cylindrical bore at each end thereof, a cylindrical extension of smaller diameter at each end of the enlarged part of said casing, a crank shaft extending transversely of the central portion of said casing, a pair of joined cylinders mounted to reciprocate in the cylindrical flangesyports in the'walls of. saidcylinders connecting the spacesinto which said inlet ports open with the interior of the cylinders, exhaust ports in the cylindrical extension portions of the casing, exhaust ports in the cylinder Walls adapted to register with the exhaust ports in the casing walls at certain times during the movement of the cylinders, a pair of connected pistons mounted to reciprocate in said cylinders, and connections from said pistons and cylinders respectively to cranks extending in opposite directions from said crankshaft.

1 '1. In an internal combustion engine, the combination of a crank shaft having cranks extending in opposite directions, a reciprocating cylinder unit comprising a pair of cylinders located on opposite sides of said crankshaft, a piston unit comprising a pair of pistons mounted to reciprocate in said cylinders, said cylinder and piston units beihg of substantially the same weight, Wrist .pins for said cylinder unit and piston unit,

respectively, said wrist pins being located (in opposite sides of said crank shaft and con necting rods connecting respectively wrist-a pins with oppositely disposed cranks.

12. Inan internal combustion engine, the combination of a casing, a crank shaft therein having cranks extending in opposite directions therefrom, a double-headed cylinder unit mounted to reciprocate in said casing, a double-headed piston unit mounted to reciprocate in saidcylinder unit, and connecting rods connecting said cylinder unit and piston unit to cranks extending in opposite dillO rections from said crank shaft, said casing and cylinder unit being formed to provide co-operating parts forming chambers for compressing the charge.

13. In an internal combustion engine, the combination of a casing, a double-headed cylinder unit mounted to reciprocate in said casing, a double-headed piston unit of substantially the same weight as said cylinder unit mounted to reciprocate in said cylinder unit, means for causing said units to recip rocate at equal speeds in opposite directions, a

said cylinder and piston units being formed to enclose an explosion chamber between their heads at each end of the units, said chambers constituting the sole explosion chambers of the engine, means for introducing'partially compressed charges into said chambers and means for igniting said charges in said chambers.

'14. In an internal combustion engine, the combination of a casing, a double-headed cylinder unit mounted to reciprocate in said casing, a double-headed piston unit mounted'to reciprocate in said cylinder unit, means for causing said units to reciprocate at equal speeds in opposite directions, said cylinder and piston units being formed to'enclose an explosion chamber between their heads at each end of the units, said chambersconstituting the sole explosion chambers of the en- 1 gine, means for introducing partially compressed charges into said chambers and means for igniting said charges in said chambers, the outer sides ofthe cylinder heads being at all times subjectedto atmospheric pressure.

15. In apparatus of the character described, the combination of a casing having cylindrical bores therein, ports in the casing walls opening into said bores, a doubleheaded cylinder unit mounted to reciprocate in said bores and having .ports in the Walls thereof opening into the spaces within the cylinder ends and adapted to be moved into and outof communication with the ports in the casing walls, a double-ended piston unit mounted to reciprocate in said cylinder unit so and means for reciprocating said piston and,

cylinder units at like speeds in opposite di rections. I g

16. In apparatus of the character described, the combination of a casing having as w an intermediate cylindrical portion and por tions of smaller diameter extending from the ends thereof having cylindrical bores therecylinder member just outside vof said flanges, a double-ended piston mounted to recipro cate in said double-ended cylinder, the ends of thepiston adapted to cover and uncoveralternately the ports in said cylinder walls, and means for causing said double-ended cylinder and piston units to reciprocate-at lik speeds in opposite directions. j a

CHARLES T.

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