US1512649A

US1512649A - Internal-combustion engine

Info

Publication number: US1512649A
Application number: US665747A
Authority: US
Inventors: Stockman Maxwell
Original assignee: Individual
Current assignee: Individual
Priority date: 1923-10-01
Filing date: 1923-10-01
Publication date: 1924-10-21
Anticipated expiration: 1941-10-21

Description

Oct. 21 '1924. 'l,52,649

M. STOCKMAN INTERNAL COMBUSTI ON ENGINE Filed Oct. l, 1923 /N VE N TOR. MXVVELL TOCH/VMM A T' TOR/45545.

Patented Oct. 21, 1924.

UNITED STATES 1,512,649 PATENT OFFICE.

MAXWELL STQCKMAN, 0F KANSAS CITY, MISSOURI.

kINTERN'AIL-CCMBUSTION ENGINE.

Application mea octobr 1, 1923.

.cylinder type.

lIt is the principal object of the presentinvent-ion to generally improve motors lof the type referred to whereby to provide an engine possessing great simplicity in the construction and arrangement of its operating parts whereby the motor will operate efficiently and be ca able of developing a maximum amount o power inppropontion to its size and weight.

In carrying out the invention I construct a. vertical multiple-cylinder motor which is designed to operate on the four-cycle principle and which is double acting inasmuch as a combustion chamber is provided at each end of the travel of fthe piston. By providing the motor with a very simply arranged valve actuating mechanism and a simple form of drive, by which the various motor auxiliaries are driven, I produce a motor which will develop a maximum amount of horse-power in proportion to its size and weight thus making the motor ap'- plicable to automotive and similar uses.

One form which the invention may assume is exemplified in the following description and illustrated in the accompanying drawinvs, in which I1`ig. 1 is an end elevation of a multiplecylinder internal combustion motor Iembodyinor the preferred form of the invention.

ig. 2 is a vertical section taken through one of the cylinders of the motor and dlsclosing certain details of its construction.

Referring more particularly to the accompanyin drawings, 10 indicates an internal com ustion motor of the multiplecylinder type. The cylinders in this instance are water 'acketed for coolingpurposes; however, ot er coolingmeans may be employed. The cylinders are vertically arranged and are mounted on a crosshead housing 12. This housing is supported by,

a crank case 14. n i

The crankcasais fitted with the usual main bearings 16l in which a crankshaft 15 is .ton rod 20 is fitted wit Serial No. 665,747.

journalled. This shaft is formed with the usual cranks 16, one of which is provided for each cylinder. In the present instance, each crank is connected by a connecting rod 17 to a vertically reciprocable crosshead 18. The crankshaft and connecting rod bearings are fitted with anti-friction ball-bearings to reduce the friction between the working parts.

The crosshead 18 is guided in guides 19 formed in the crosshead housing, so that rotation of the-crankshaft will transmit reciprocatingmovement to the crosshead through the connecting rod 17. The crosshead is connected to the lower end of a piston rod 20 which extends through a packing gland 21 in a lower cylinder-head 22 in the-gcylinder. The up r end of the pisa flat piston 23 which is reciprocable in the cylinder. It is understood that the construction of all of the cylinders and their associated mechanism-s are identical in construction.

As previously mentioned, the engine is double-acting, and therefore, a combustion chamber is provided at each end of the piston travel. The engine is of the four-cycle type, and for this reason, inlet and exhaust valves are provided for each l'combustion chamber. There may be one or' more of cach of thesevalves for each combustion space, depending entirely upon the speed at which the motor is intended -to run. -The valves are all of the poppet type as illustrated in Fig. 2.

The upper combustion chamber is .fitted with an intake valve 27 v and an exhaust valve 28 which are disposed at opposite, angles with relation to the vertical axis 'of the engine. To operate these valves a" -cam shaft 24 is disposed longitudinally 'ojf the engine in a housing 25 which is disposed above the cylinders. This camshaft is horizontally disposed as shown in 'Fig 2, and

`is formed with cams 26 for the purpose of actuating the intake and exhaust valves27- and 28 respectively of the upper combustion space. The cams are adapted to actuate these valves through the medium of pivoted rocker arms 29 which extend through opposite sides of the housing 25. The intake valve 27 controls the admission of an explosive charge to the cylinder from an intake manifold 30. This manifold is connected with a suitable carburetor 3 1. The exhaust valve '28 controls the discharge with burnt gases from the upper combustion space into an exhaust manifold 31. The. intake and exhaust valves are actuated in timed relation in the same manner as in the standard fourcycle engine.

The lower combustion space is provided with an intake valve 34 and an exhaust valve 35. These valves are disposed horizontally and on opposite sides of the cylinder as shown in ig. 2." The intake valve controls the admission of an explosive change into the cylinder from an intake manifold 36 which is connected to a carburetor 37. The @exhaust valve 35 controls the discharge of burnt gases from the lower combustion space into an exhaust manifold 38. These valves are operated in timed relation by

camshafts

39 and 41 which are disposed longitudinally of the motor and at opposite sides thereof. The intake valve is operated by a cam on the camshaft 39 which is disposed horizontally of the motor 4at one side thereof. The cam on this shaft is adapted to operate the intake valve through the medium of a rocker arm 40.

The camshaft 41 is mounted at the side .of the motor opposite the camshaft 39 and pendent ignition systems.

The upper combustion chamber is fitted with a spark plug 32. This plug is supplied with anelectric current at timed intervals, for ignition purposes, by a magneto 33. The lower combustion chamber is fitted with a spark plug 57 which is supplied with electrical current at proper intervals from a magneto 56. ,A

To drive the various auxiliaries of the motor, a. simple form of chain drive is rovided. This drive is clearly illustrate in Fig. 1 of the drawings, and includes a sprocket 43 on the crankshaft which is connected by chain 44 to a sprocket 45 fixed on a countershaft 46. It is understood that the chain employed in the drive may be of the link belt type. f

Interposed between the crankshaft and the countershaft 46, and operatively enga ing the chain 44, is a sprocket 47 which is ed on a fanshaft 48. Also fixed on this shaft is a fan 49 which is included in the cooling system ofthe motor. A pinion 50 is fixed on the fanshaft 48 and is operatively connected to the camshafts 39 and 41 b chains 51 andv s rockets 52 for driving t e camshafts. hel ratio of the sprockets is such that the camshafts are driven at half the speed of the crankshaft, which is essential in four-cycle motors.

To drive the magnetos at proper speed, the countershaft 46 is fitted with a sprocket 53 which is connected by a chain 54 to a sprocket 55 on the shaft of the magneto 56. The magneto 33 is driven by

sprockets

58 and 58, which are connected by a chain 59. The sprocket 58a is fixed on a jackshaft 60. This shaft is driven by sprockets and chains 61 at a one to one ratio from the countershaft 46. The jackshaft is fitted with a sprocket 62 which drives the upper camshaft 24 through the medium of a chain 63 and a sprocket 64, the latter of which is fixed on the camshaft 24. By the provision of the simple driving mechanism just described, the auxiliaries of the engine are all driven practically direct from the crankshaft and in proper timed relation.

YIt is noticeable that I have eliminated gear trains and the like for driving the va rious auxiliaries, and thus effecting a considerable reduction in the frictional losses of the engine.

The novel arrangement of the camshafts and the valves at both ends of the cylinder is also an improvement in the art. It is obvious from Fig. 2 that all of the camshafts are readily accessible from the exterior of the engine for the purpose of adjustment .and thatl they canbe properly lubricated. y

In actual operation of the motor, combustible charges are compressed and ignited in the combustion chambers in alternate order. The firing order of the cylinders of the engine is identically-the same as that of the standard double-acting motor of the four-cycle ty e.

From the foregoing it is obvious that an improved engine has been provided, which engine is capable of producing a maximum amount of power, and which ma be economically manufactured and requires but a minimum of adjustments and repairs.

It is to' be understood that various changes may be made in the construction of the engine without departin from the spirit of the invention as define in the appended claims.

Having thus described my invention, what I claim and desire to secure by Letters Patent is 1. In an internal combustion engine of the vertical multiple-cylinder type, said cylinders having combustion chambers at the upper and lower ends thereof, intake and exhaust valves in the upper end of each cylinder for the upper combustion chamber, a camshaft for o rating said yvalves, said camshaft bein arranged above the cylin-` ders in a position whereby, itis common to both the intake and exhaust valves of cylinder Afor the upper combustion cham-'- ber, a camshaft for operating said valves, said camshaft being arrangedj above the cylinders in a position-whereby it is coinmon to both the intake and exhaust valves of the upper combustion chambers in all of the cylinders, horizontally disposed intake and exhaust valves adjacent the bottom of the cylinders for the lower combustion chambers therein, horizontally disposed camshafts disposed one at each side of the engine for operating said valves, ignition means for the combustion chambers in the upper ends ,of the cylinders, and ignition means for the combustion chambers in the lower ends of the cylinders, said ignition means being independent of each other.

3. In an internal combustion engine of the vertical multiple-cylinder type, said cylinders having combustion chambers at the upper and lower ends thereof, intake and exhaust valves in the upper end of each cylinder for the upper combustion chamber, a camshaft for operating said valves, said camshaft being arranged above the cylinders in a position whereby it is common to both the intake and exhaust valves of the upper combustion chambers in all of the cylinders, horizontally disposed intake and exhaust valves adjacent the bottom of the cylinders for the lower combustion chambers therein, horizontally disposed camshafts disposed one at each side of the engine for o rating said valves, and a chain drive .or operating said camshafts directly from the crankshaft of the engine.

4. In an internal combustion engine of the vertical multiple-cylinder type, said cylinders having combustion chambers at the upper and lower ends thereof, intake and exhaust valves in the upper end of each cylinder for the upper combustion chamber,

a camshaft for operating said valves, said camshaftl being arranged above the cylinders in a position whereby it is common to both the intake and exhaust valves of the upper combustion chambers in all of the cylinders, horizontally disposed intake and exhaust valves adjacent the bottom of the cylinders for the lower combustion chambers therein, horizontally disposed camshafts disposed one at each side of the engine for operating said valves, ignition means for the combustion chambers in the upper ends of the cylinders, ignition means for-the combustion chambers in the lower ends of the cylinders, said ignition means being independent of each other, each of said ignition means including a driven magneto, and a chain drive for operating said camshafts and said magnetos directly from the crankshaft of the engine.

5. In an internal combustion engine of the vertical multiple-cylinder type, said cylinders having combustion chambers at theupper and lower ends thereof, a crankshaft, a vertical reciprocable crosshead for each cylinder, each of said crossheads being connected to the camshafts by connecting rods, piston rods connected to said crossheads and extending within said cylinders, flat pistons within the cylinders and fixed to said piston rods, intake and exhaust valves in the upper ends of said cylinders, said Valves being. disposed at opposlte angles with relation to the vertical axis of the cylinders, a camshaft arranged longitudinally of the engine above the cylinders andcommon to all the valves in the upper ends thereof, hori= zontally disposed intake valves for the lower combustion chambers of the cylinders, said valves being disposed at one side of the cylinders, horizontally disposed exhaust valves disposed at opposite sides of the cylinders, a camshaft disposed at each side of the cylinders for operating said intake and said exhaust valves of the lower combustion chambers in timed relation, and ignition means for `the upper and lower combustion chambers.

6. In an internal combustion engine of the vertical multiple-cylinder type, said cylinders having combustion chambers at the upper and lower ends thereof, a crankshaft, a vertical reciprocable crosshead for each cylinder, each of said `crossheads being connected to the camshafts by connecting rods, piston rods connected to said crossheads and extending within said c linders, flat pistons within the cylinders an fixed to said piston rods, intake and exhaust valves in the upper ends of said cylinders, said valves being disposed at opposite angles with relation to the vertical axls of the cylinders, a camshaft arranged longitudinally of the engine above the cylinders and common to all the valves in the upper ends thereof, horizontally disposed intake valves for the lower combustion chambers of the cylinders, said valves being disposed at one side of the cylinders. horizontally disposed exhaust valves disposed at opposite sides of the cylinders, a camshaft disposed at each side of the cylinders for operating said intake and said exhaust valves of the lower combustion chambers in timed relation, ignition means for the upper and lower combustion chambers, and a chain drive for all of said cam- Y a vertical reciprocable crosshead for each cylinder, each-of said crossheads being connected to the camshafts by connecting rods,

piston rods connected to said crossheads and,

extending Within said cylinders, flat pistons within the cylinders and` fixed to said piston rods, intake and exhaust valves in the upper ends of said cylinders, said valves being disposed at opposite angles with relation to the vertical axis of`t-he cylinders, a camshaft arranged longitudinally of the engine vabove the cylinders and common to all the a camshaft disposed at each side of the cylinders for operating said intake and said exhaust valves of the lower combustion chambers in timed relation, ignition means `for the upper and lower combustion chambers, said ignition means including separate magnetos for the upper and lower combustion chambers, and a chain drive for driving said camshafts and said magnetos directly from the crankshaft of the motor.

MAXWELL STOCKMAN.