US1597706A

US1597706A - Internal-combustion engine

Info

Publication number: US1597706A
Application number: US741270A
Authority: US
Inventors: Earl B Aldous
Original assignee: WILLIAM H FREEBERN
Current assignee: WILLIAM H FREEBERN
Priority date: 1924-10-02
Filing date: 1924-10-02
Publication date: 1926-08-31
Anticipated expiration: 1943-08-31

Description

Aug. 3l 1926. LSQ'O@ E. B. ALBUMS INTERNAL COMBUSTION ENGINE Filed Oct. 2, 1924 3 Sheets-Sheet 2 j gimen/ifo@ E@ Aidouj Aug E. B. ALDOUS INTERNAL coMBUsTroN ENGINE s sheets-sheet s Filed Oct.

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Patented Aug. 3l, 1926.

UNITED STATES EARL B. ALDOUS, OF NORTH CREEK, NEW YORK, ASSIGNOR F ONE'HALF T0 WILLIAM H. FREEBERN, 0F NORTH RIVER. NEW YORK.

IN TERNAL-COMBUSTION ENGINE.

Application led October 2, 1924. Serial No. 741,270.

This invention relates to an improved internal combustion engine and seeks, among other objects, to provide an engine which will be simple in construction and embod.-I

but comparatively few parts but which will. nevertheless. be capable of developing high power.

The invention further seeks to provide an engine incorporating' but a single rotary valve to control both the intake and exhaust of cach cylinder and wherein wear upon the valves will be automatically taken up as such wear occurs.

A further object of the invention is to provide an engine embodying a novel form of piston and wherein means will be provided for eifectually lubricating the wrist connection of the piston as well as the bearing of the connecting rod at the crank pin.

20 The invention seeks, as a further object` to provide an engine wherein friction will be reduced to a minimum and wherein all moving parts subjected to hard wear will be v constantly lubricated.

535 And the invention seeks, as a still further object to provide an engine which will be silent and smooth in operation.

i Other and incidental objects will appear hereinafter and in the drawings, wherein I have illustrated the preferred embodiment of the invention,

Figure 1 is a vertical sectional view through one of the cylinders of my improved engine, the view being taken on the line 1 1 of Fig. 2 and looking in the direction indicated by the arrows;

Fig. 2 is a fragmentary sectional view at a right angle to Fig. l;

Fig. 3 is a bottom plan view of one of the valves; i

` Fig. 4 is a transverse section on the line 4 4 of Fig. 1, and looking in the direction indicated by the arrows, the valve being removed;

Fig. 5 is a. transverse section on the line 5-5 of Fig. l, looking in the direction indicated by the arrows and particularly showing one of the pistons;

Fig. 6 is a transverse sectional view taken at the level of Fig. 5, but looking upwardly. and

Fig. 7 is a fragmentary plan view showing one of the roller bearings employed.

.\ Referring now more particularly to the drawings, I employ a crank case 10 through which is journaled a crank shaft 11. Roller bearings 12` are provided for the crank shaft, said rollerv bearings being of the char acter shown in detail in Fig?. Each of said bearings preferably 'comprises a plurality of rollers 13 connected by links 14 at the ends of the rollers to form a chain which may be readily assembled around the crank shaft. The rollers are provided with beveled end faces 15 and formed on the crank shaft to coact with said faces are annular shoulders 16. Accommodating each 4of said bearings is a split sleeve or bushing 17 which is likewise formed near its ends with beveled annular shoulders 1S to coact with the beveled faces of the rollers so that, as will be seen, the rollers will not only sustain the radial load of the crank shaft but will also coact between the shoulders of the bearing sleeves and the shoulders ofthe crank shaft to sustain any endwise thrust of the shaft, the rollers being so confined that the links at the ends thereof are re lieved of any strain. l

Formed in the crank case are openings 19 and resting on the crank case is a cylinder block embodying a plurality of cylinders 20 smaller in diameter than said openings. The engine may, of course, include any appropriate number of cylinders and mating with said block is a head 21 closing all of said cylinders at their upper ends. Preferably a gasket, as shown, is employed between the head and block to provide a sealed joint therebetween and prevent the leakage of water from the jackets of the head and block. Secured at their lower ends into the crank case at opposite sides of the cylinder block are rods 22 freely accommodated at their upper end portions through sleeves 23 on the head 21 and screwed upon the upper ends of saidrods are nuts 24 tightly bind ing the head upon the block as well as binding the block upon the crank case. At the lower ends of the cylinders 20, the block is provided at opposite sides thereof with anges 25 to rest upon the crank case, and as shown in Fig. 1, the rods 22 are disposed to abut these flanges as well as the sides of the block for limiting the block against transverse movement as well as movement longitudinally'of the crank case. A secure and rigid construction is thus provided while, at the same time, the cylinder block may be readily removed while the head 21 k may be readily detached from the block.

Formed on the head 21 at its upper side is a longitudinally extending gear case 26 normally closed by a cover 27 and, as shown in Fig. 2, the cover is provided with a filling plug 28. At the upper4 end of each of the cylinders 20, the head is formed with a hemi-sphe-rical valve seat 29 from which rises an axial bearing 30opening into the gear case 26 and fitting in said bearing is a bushing 31 provided at its upper end with a flange 32 seating against the bottom wall of the gear case. Rotatably fitting in the valve seats 29 arevhemi-spherical valves 33 having axial stems 34 journaled through .the bushings 31 and splined upon the upper end portions of the stems within the gear case 26- are like meshing valve gears 35 resting upon the anges 32 of the bushings. Removably fitting over the upper ends of the stems are spring seats 36 secured by split retaining rings 37 fitting in grooves 38 in the stems and bearing between the gears 35 and said seats are springs 39 pressing the valves 32 upwardly against their seats. Thus, as will be seen, Wear uponthe valves will be automatically taken up as such wear occurs. However, to prevent undue frictional drag upon the valves I provide a means for relieving the upward thrust of the springs and sustaining a portion of such thrust. At

their upper ends, the valve stem 34 are provided with reduced spindles' 40 and screwed through the gear case cover 27 are bearing plugs 41 recessed axially to journal said spindles. LThe plugs will thus cooperate with `thebushings 31 to rotatably support the valve stems and vdis osed in thek recesses of the plugs are ball arings 42 coacting between the plugs iy and the upper ends of the spindles to sustain the up-thrust of the springs 39. As will be perceived, the

`1 block as well as. the head` 21 lare aligned plugs 41 may be ladjusted for vrelieving the rictional drag of the valves against the valve seats as much as desired land screwed.

upon said plugs are nuts y43 locking the plugs in adjusted position. l

At .the forward ends 'of the cylinder tubes 44 and journaled through'said tubes and through a bracket 45 within the crank case 10 is a vertical' shaft` 45 yupon rthe Aupper end of which isxed'a pinion 46 mesh-V ing with the forward one of the gears35.

Fixed to the lowerend of said yshaftxisa .beveled gear 47 and meshing with said/gearlisa beveled Agear 48 fixed uponthe crankf shaft-'11. Thus, as will be at,once'under.-l y Stood, the valves n133iwill: be rotated jby .the ,crankshaft and'theygearin'gis-}suchw thatf said valves; are'turned at a ratio .of-` four tog-one with -respeot to:- said` haft.l At one.v Sdelof the` head-121 fare v sparkplug openings` in which Aare removably mounted spark plugs 49 and formed in the lower edges of the valves at diametric points are, as shown in Fig. 3, semi-circular notches 50 to successively register with said openings for permitting ignition of the fuel charge in the respective cylinders. Opening through each of the valve seats 29 at the o posite side of the head are, as shown in Figf/i, intake and exhaust passages 51 and 52 and formed in each of the valves to register with the inner ends of said passages are intake and exhaust ports 53 and 54. Thus, as will be appreciated in view of the foregoing, the intake and exhaust of the several cylinders will be properly controlled by the valves as the valves revolve.

Removably fitting in the cylinders 20 from the lower ends thereof are sleeves 55 provlded at their lower ends with radial annular anges 56 snugly accommodated in the openings -19 of the crank case 10 and extending through said-flanges are cap bolts 57 screwed into the flanges 25 of the cylinder block. The sleeves 55 may be of any Aapproved metal to best Awithstand the wear of the engine pistons and, as will be observed, should any one of said sleeves becomev scored or otherwlse impaired, it may be readily removed and renewed. Further more, by employing the sleeve, the cylinder block may, if desired, be of aluminum so that the weight of the engine'may be maintained at a minimum. The flanges 56 of the sleeves will, of course, cooperate with the walls of the openings 19 for centering the cylinders above the crank shaft and locking the cylinder block in centered position and, asbroughtout in Fig. 1, the upper ends of the sleeves extend across the joint between the head 21 and the block some distance .thereabove to touch the loweredges of they valves 33 ymating therewith. The sleeves thus servev to seal thejoint between the head andthe .block so as to prevent the escape of compression` and will also sustain the valves in active position Ashould the.

sudati@ in the slaves 5,5 'of the cylinders:

20 are hollow pistons `58, each of which is provided with kan elongated. skirt '59 ofreduced thicknessto define an internal annular `ledge aty the' upl er end vofsaid skirt and openin throng the wall ofy the. piston at said-'le ge is, as shown Figsj` and-6, a

`veiling ugsf61.. 'Formed injthefv sleeves`55 tous each reach the loweyendot their lst'nikfenear theirglowe'rA ends are irggmfentiau l .spaced vopenings 62 1oca'.t`edfto ,re'gisrv wit y the 011.1321 ends 0f lthe Slots" 60 when the pisi 65 having annular flanges 66 fitting snugly within the skirts 59 of the pistons to seat flat against the lugs 61 and mating with said plates are like truncated bearing plates 67 having annular flanges 68 confronting the flanges 66. Interposed between said flanges are shims 69 and extending through both flanges are bolts screwed into the pistons medially of the slots 60. Extending be tween the pistons and the crank shaft 11 are connecting rods 71 each of which preferably comprises, as shown in Fig. 1, a long lower section and a short upper section having detachable threaded connection with the lower section. The upper sections of said rods are formed with cupped bearing heads 72 slidably fitting between the coacting bearing plates 65 and-67 of the pistons while the lower sections of said rods are provided with bearings 73 to cooperate with the crank shaft. Retained by the bearings 73 are roller bearings 74 surrounding the crank pins of the crank shaft, the bearings 74 being identical with the bearings 12. As will be seen, the heads 72 of the connecting rods will, as the pistons reciprocate, shift bet-Ween 'the bearing plates 65 and 67, while wear upon these parts may be taken up from time to time by removing one or more of the shims 69 and tightening the bolts 70. Formed in the bearing plates 65 are axial passages 75 and formed through the connecting rods are passages 76 adapted to register at their upper endswith the passages 75.

Suitably mounted adjacent to or on the cra-nk case 10 is, as shown in Fig. 2, an appropriate oil pump 77 which, in thisinstance, is shown as driven by the crank shaft 11 through gears 78. Extending from the bottom of the crank case 10 to the pump is an inlet pipe 79 and leading from the pump to the gear case 26 isan outlet pipe 80. Leading from the Gear case through the bearings 30 to open through the bushings 31 are passages 81. The bearings are further provided with` passages 82 opening through the valve seats 29 and leading from the forward end of the gear case into the uppermost of the tubes 44 is a' passage 83. Extendingfrom the pipe 79 is a pipe 84 and connecting the latter pipe with t e channels 64 of the -cylinders 2() are branch pipes 85. In use, lubricant is, by removing the plug 28, introduced into the gear case 26 when the lubricant will flow through the passage 83 and through the tubes 44 into the crank case. Accordingly, when the engine is in operation, the lubricant will be drawn from the crank case by the pump 77 and delivered into the gear case 26 to gravitate downwardly through the

passages

81 and 82 for lubricating the valves 33 and valve stems 34 while excess oil will return to the crank case through the passage 83 and tubes 44. Also, some of the oil traveling in the p1pc will enter the pipe 84 and flow through the branches 85 into the channels 64 of the cylinders 20. From said channels, the oil will, of course, discharge through the openings 62 of the sleeves 55 into the cylinders. Thus, when the pistons move upwardly, the oil entering the cylinders will return through the lower ends of said cylinders to the crank case while, when the portions each reach the bottom of their stroke andthe sl-ots 60 of the pistons are brought into register with the openings 62, as previously described, the oil will enter through said slot-s into the cups formed by the bearing plates 65 of the pistons. The openings 62 are arranged at spaced points clear around the sleeves 55 in order that should the pistons be caused to rotate for any reason, the slot-s 60 will always register with several of said openings when the pistons each reach the lower end of their stroke. From the cups of the bearing plates 65 the oil 'will then gravitate downwardly through the passages 75 of said plates for lubricating the joints between the bearing plates 65 and 67 and the heads 72 of the connecting rods, while the oil will also flow. downwardly through the passages 76 of said connecting rods for lubricating the roller bearings 74 at the crank pins of the crank shaft.

Having thus described the invention, I claim:

1. In an internal combustion engine, a crank case, a cylinder thereon, a head closing the cylinder, a. valve within the head, a sleeve extending through the cylinder and carried thereby and projecting across the joint formed .between the cylinder and head and engaging the valve and forming supporting means therefor, and means securing the head to the cylinder and both the head and cylinder to the crank case.

2. In an internal combustion engine, a crank case, a cylinder thereon, a head closing the cylinder, a valve within the head, a sleeve extending through the cylinder and across the joint formed between the cylinder and the head and engaging the valve to form supporting means therefor, and having an outer flange at its lower end underlapping the lower end of the cylinder and secured thereto, and means clamping the head to the cylinder and the cylinder to the crank case.

3. In an internal combustion engine, a crank case, a cylinder thereon, a head closing the cylinder, a valve within the head, means for supporting and regulating the seating of the valve, a sleeve carried by the cylinder and extending therethrough and across the joint formed between the cylinder and head and engaging the said valve to form supporting means therefor, and means for clamping the head to the cylinder and the cylinder to the crank case.

1i. In an internal. combustion engine, a crank case having an opening therein, a cylinder resting f upon the crank case at said opening, a head L closin the cylinder, a sleeve fitting in the cylin er and provided at its lower end with a flange fitting in said opening and centering the cylinder with respect thereto, means extending through said flange removably connecting the sleeve with said cylinder, and bolts engaging the head and crank case and clamping the cylinder therebetween.

5. In an internal combustion engine, a

crank case having an opening therein, a cylinder resting upon the crank case at said opening,a separate head closing the cy1inder, and a sleeve `ftting in the cylinder and provided at its lower end with a flange fitting in said opening and centering the cylinder with respect thereto, the sleeve extending through the cylinder into the head across the )oint between the head and cyline 6. In an internal combustion engine, a crank case having an opening therein, a cylinder resting upon the crank case atI said opening, a head closing the cylinder and provided with avalve seat, a valve rotatable in said sea-t to control the intake and exhaust of the cylinder, and a sleeve fitting in the cylinder and at its upper end touching the valve mating therewith, the sleeve and said valve covering the entire inner surf face of the valve seat and cylinder and said sleeve being formed at its lower end with a flange fitting in said opening and centering thecylinder with respect thereto.

In testimony whereof I aix my signature.

EARL B. ALDOUS.