US1707897A

US1707897A - Outboard motor

Info

Publication number: US1707897A
Application number: US77288A
Authority: US
Inventors: Bizet Gaston
Original assignee: Individual
Current assignee: Individual
Priority date: 1925-12-23
Filing date: 1925-12-23
Publication date: 1929-04-02
Anticipated expiration: 1946-04-02

Description

G. BIZET OUTBOARD MOTOR 3 Sheets-'Sheet Filed Dec. 23, 1925 WITNESSES TMNT/,897

3. IZHET oUTBoARD MOTOR- 5 Sheets-Sheet Filed Dec. 23. 1925 INVENTOR WITNESSES ATTORNEYS Patented Apr. 2, i929.

narra sra-r i Y lawaai GASTON BIZET, OF NEW YORK, .N1 Y.

OUTBOARD MOTOR.

Application filed December 23, 1925.

An object of the. .present invention is to provide a twin screw outboard motor.`

A further object of the invention is -to provide a motor of this character in which the two propeller-s are synchronized, and a. motor with which I obtain a material increase in power with but a slight increase =in the weight of the device.

Another object of the invention is to provide a. motor of this class embodying the two cylinder two cycle balanced stroke engine in which two driven pistons in each cylinder drive power shafts at `opposite ends of the cylinders. These power shafts are used for driving the propellers, and by virtue of the balanced stroke of the engine, I am enabled to drive the two screws with materially less vibration than is commonly found in either vertical or horizontal engines at present in use for operating a single scr-ew.

A more specific object of the invention is to provide novel means for lsupporting the motor on the stern ofa small boat, either in operative driving position, or in canted inoperative position.

Another specific object of the invent-ion is the provision of an improved oiling system forproperly lubricatingthe crank shaft and associated mechanism at. the dead end of the engine. y

Still another object of-the invention is to provide a unique and eiiicicnt water circulating cooling system through which water is preferably circulated by a pump on the synchronizing shaft.

Other novel features .are the provision of two ily wheels manually operable for selectively startine' the engineeither ahead or in reverse, novei means for mounting and protect-ing the propellerafand novel means for mounting and controlling the rudders.

lWith the abovenoted and other objects in view7 the invention consists in certain novel features of 'construction and combinations and arrangements of parts, as will be more fully hereinafter' set fort-h and pointed out in the claims. 'il he inventionmay be more fnlly understood from the following description in connection with the accompanying drawings, wherein vFig. l is a view mainly in longitudinal section and partly in elevation showing abetweenscrew outboard motor enjibodying the invention. Y

their ends into crank case 'lli is divided transversely by partition Serial No. 77,288.

view of one of the brackets for securing the motor to the stern of a boat.

Fig. 5 is an enlarged side elevational detail of the racket In the drawings I have used the reference character l0 to designate an engine block formed with cylinders 1l, 12 which open at cases i3, 14. The crank indicated in dotted lines at l5, and to the crank case lli I attach theintake manifold (not shown). A generally similar partition memberl is mounted in the other crank case 13 at the dead end ofthe engine, dividing this crank case into aV pairof crank case compartments '13, 13b. The crank shafts 18 rhave suitable `bearings in extensions 2l projectingupwardly from thecrank cases. Vertical crank shaft extensions 2Q carry screws 28 meshingwith worms 24 on a transverse synchronizing shaft 25, said shaft having suitable bearings 26'pre'ferably formed as integral castings with the crank case'extensions 2l.

rihe upper end of cach crank shaft extension Q2 is-preferably threaded as at 27 and tapered as at 28. rl`he hubs Q9 of flywheels 30 iit the tapered portions Q8 of the crank shaft extensions and are retained in place by securing nuts 3l. The numerals 32 have been used to indicate the splines which key the 'liy wheels to the crank shafts.

lfithin each horizontal cylinder il I mount a pair of pistons7 onepair being designated at 33, and the other pair at 34. Connecting rods and 36 couple the respective pairs of pistons to-the crank shafts 18. The intake ports 3T for t-he cylinders 1l, l2 communicate with longitudinally extending intake passages' opening ,into'the crank case 11i. Near the opposite ends ofthe'cylinders I provide exhaust ports `89' communicating with an exhaust muflier 40, through an exhanst manifold 39% rllhe portions of the cylinders between the two pistons define the combustion. chambers 4l, l-Q, and approximately lat the center of this space I mount thefiring pins or spark plugs 43. i The parts are so proportioned that the pistons open both inlet and exhaust ports at the end of the firing stroke, the engine operating on the two cycle principle and utilizing the incoming fuel to scavengethe vitiated gases and products of combustion.

1n the position shown in Fig. 1, cylinder 12 is just ready for firing, and cylinder 11 is receivingincoming fuel. l/Vhen the cylinder 12 fires, its pistons 34: will be driven toward opposite ends of the cylinder, the right hand piston 3d compressing the fuel in crank case 14, and when this piston clears the inlet port 37, the fuel under compression in the crank .case will rush into cylinder 12 through the passage 3S and inlet ports 37 of this cylinder. As the ports 37 are opened, the exhaust ports 39 are simultaneously uncovered so that the incoming g( ses drive the vitiated gases and other products of combustion to exhaust through the ports 39.

While this operation hasfbeen taking place in the cylinder 12, the pistons 33 of the cylinder 11 will have been advancing toward cach other under the power impulse of the pistons 311. rllhe relative advance of the pistons acts to compress the fuel at the center of the cylinder prior to firing. l

lt will be noted that this type of engine in which oppositely acting pistons are provided in each cylinder, and in which the firing strokes of one set of pistons are balanced by the compression strokes of the other set of pistons, practically eliminates vibration. The direct coupling of the crank shafts 18 by the synchronizing shaft 25, insures movement of all of the pistons through similar distances, and causes the crank shaftsV 1S to rotate at exactly the same speed.

The kignition mechanism of the engine may be entirely conventional, including the usual type of Fordtimer mounted on the crank case 14: and operated from the synchronizing sha t rllhe timer connected to ignition coils which are not illustrated, and which may be conveniently mounted in the bottom of the boat 51, together with the battery (not shown) which supplies energy to the ignition system.

rlhe crank case 11i and the crank shaft 18 mounted therein are thoroughly lubricated by the incoming fuel which is generally a rather heavy mixture of gasolene and kerosene, although heavier oils might be used in some instances. This fuel however, never reaches the crank case 13 at the dead end of the engine, and it isconsequently necessary to provide a separate lubricating system for this crank shaft 18, and its associated parts. lt will be noted that each crank case is closed at the bottom by a casting 52, this casting being generally tubular and defining an annular well 53 at its upper end which communicates with the crank case. The lower ends of the crank shafts are formed with driving extensions 54: having hearings in bushings 55 fitted into the upper ends of the tubular castings 52, said bushings preferably mounting roller bearings 56, or other antifriction devices which support the weight of the crank shafts.

he crank ease 13 is preferably partially filled with lubricating oil which will 'l'low gravitationally into the trough or well 53 at the lower end ofthe crank case. Dipping into this well is one end of an oil circulating pipe 57 which passes through the partition 17, and delivers oil through bearing sleeve 2O to the crank shaft extension 22. As the left end piston 34rmoves toward the end of its liring stroke it will exert pressure on the oil in the crank ease 13, forcing this oil upwardly through the pipe 57 and around the crank shaft extension 22 into the upper crank case compartment 13". lin this connection it is to be noted that the pipe 57 is of relatively large cross section, so that oil will be-delivered in the relatively small space around the crank shaft eXtension22 under considerable pressure.

the left end piston 38 moves toward the end of its firing stroke, compressing tne oil in chamber 13b, this oil will be forced back to the chamber 13a, around a spring pressed yball check G0 mounted in the partition 17.

rlhere is no possibility of forcing the oil backwardly through the pipe 57 because the ball check 60 presents materially less resistance to the passage of oil from the chamber 13b, than does the restricted upper end of pipe 57.v

The castings 52 include elongated depending tubular extensions 51 which house vertically disposed propeller shafts 62 coupled as by the slot and pin connection G3 to the crank shaft extensions 54.. Shafts 62 may conveniently have bearings at 64 in internalv fl anges 65 near thev upper ends of castings 52. Bearing bushings 6G fitted into reduced por# tions 67 near the lower ends of the casting extensions 61, provide bearin gs for the lowei' ends of the propeller shafts G2. lmmediatelyf below the bearings 6G, the castings 52 define gear cases 68 which house bevelled driving gears 69 at the lower ends of shafts 62, and bevelled driven gears 70 fixed to short horizontally disposed propeller shafts 71. Propeller shafts 71 are journalled in the walls of the gear cases 68 and carry propellers 72 which may be ofconventional construction. vBelow the gear cases 68, the castings 52 are of skeleton construction, including a plurality of depending arms 7 3 integrally united at their lower ends and providing a rearwardly extending apertured lug 74C for the reception of the lower pivot bolt 75 for the rudders which will be more fully hereinafter described. From the foregoing description it will .be apparent that the balanced stroke two cycle,

Lil

two cylinder engine will drive the propeller at equal speeds at all speeds of the engine. The engine construction, except as above specilically pointed out, may be more or less conventional. The fuel tank '76 may be mounted in any convenient position as upon brackets 77 carried by the mufller 40. The liquid fuellsupply` pipe 78 from the tank 76 delivers to a conventional carburetor 79 which may be manually controlled by an air throttle lever 80 in any convenient manner. T he timer is manually adjusted before starting the engine, and subsequently manually adjusted for any suitable running speed. Handles 82 on the fly wheels 30 permit these wheels to be manually spun in starting, and it will be readily apparent that the engine may be selectively started either ahead or in reverse by spinning one or the other of the fly wheels after the timer has been set and the fuel supply line opened.

A feature of the invention is the novel cooling system which l use for cooling the engine. As best seen in Fig. 1, the engine is suitably water jacketed at 90, and the water jacket is connected to two pipe lines 91, which two pipe lines are led down along the tubular castings 61 and terminate below the water line at about the level of the propellers. The circulating pump 92 for the cooling system, may drive a gear pump of conventional construction, and is formed with a pair of pipe leads 93 which communicate with the water jacket 90. The direction of circulation of cooling liquid through the water jacket depends upon whether the engine is moving ahead or in reverse.v The gear pump'92 is double acting, and the pipes 91 may serve either as intake or outlet pipes for the cooling water depending upon the direction in which the engine is ruiming. Thus, every time the direction of rotation of the engine is reversed, the direction of water liow through the jacket is reversed.

The steering means includes a pair of rud- -dcrs, the shanks of which are pivotally connected at their upper vand lower ends to brackets or lugs 101, 102 projecting rearwardly from the member 61. of the rudders are cut away as at 105 at their forward edges to accommodate the propellers an d include extensions 100 at their lower ends pivoted to lugs 74: by the pivot bolts 75. Connecting the rudders is a transverse bar 10G pivoted as at 107 to the upper end of cach shank 100. This bar at its intermediate portion is pivotally connected as by pin 108 to the rear kend of a tiller 109, the intermediate portion of which is pivotally secured beneath the engine blockfas at 110. A suitable handle 111 carried by the forward end of the tiller, is preferably arranged closely adjacent to the throttle lever so that an o erator may conveniently handle both the t rottle and the tiller at the same time.

The blades 1041-.

the bracket lies flatly against the rear face y of the stern and is of chanelled construction, receiving a web 111lat the forward edge of nember 61.- `Web114 is formed with an ear .115 received between ears 11G, at the upper end of bracketarin113, and pivot bolts 117 are passed through aligned apertures in the ears. On the ends of the pivot bolts are nuts 11S whiclrmay be selectively tightened to predetermine the frictional engagement between the

cars

116 and 114 or between washers inte posed between such ears. The ferward arm 119 of each bracket carries a clampingy plate 120 operated by clamping screw 121 formed with a thumb or handle nut 122 so that the brackets may be firmly clamped to the boat. The frictional engagement between the brackets and the motor at the pivot 117 is such that the engine may be canted forwardly to lift the propellers out of the water, and will. be frictionally retained in canted position.

It is believed that the operation of the motor will be thoroughly understood from the foregoing description. lt is to be noted that the device is subject to a wide variety of structural modifications, and that while l have illustrated a preferred embodiment of the invention, numerous changes and alterations might be made in the general form and arrangement of parts described without departing from the invention. Hence l do not wish to limit myself to the details set forth, but shall consider myselfl at liberty to make such changes and alterations as fairly fall within the spirit and scope of the appended claims.

l claim:

1. A horizontal two cylinder, two cycle balanced stroke engine comprising crank cases at the ends of the ycylinders and communicating with the said cylinders, intake and exhaust ports near opposite ends of each cylinder, the intake being at one end only of each cylinder andthe intakes of the cylinders being at the same end, crank shafts in the crank cases, means dividing the crank eases into separate compartments communicating.

with the separate cylinders, two pistons in each cylinder connected to the respective crank shafts and controlling respectively the inlet and exhaust ports, means for feeding fuel into one crank case only, and inlet passages extending parallel to the cylinders and connecting the inlet ports with the crank case into which the fuel is fed.

2. A. horizontal two cylinder, two cycle balanced stroke engine comprising crank cases at the ends of the cylinders and communicating with the said cylinders, intake and exhaust ports near opposite ends of each cylinder7 the intake hein r at one end only of each cylinderl and the intakes of the cylinders beingl at'tlie same end, crank shafts in the crank cases, means dividing' the crank cases into separate compartments eoi'nn'iunicatin` with the separate cylinders, two pistons in each cylinder connected to the respective crank shafts and controlling respectively the inlet and exhaust ports, means for feeding fuel into one crank case only, and inlet passages extending parallel to the Cylinders and connecting the inlet ports with the crank case into which the fuel is fed, and means for synchronizing` the crank shafts, including,` crank shaft extensions carrying` fly Wheels and a synch-.ronif/iingl shaft geared to the crank shaft extensions.

3. ln an internal combustion engine, two cylinders open at each end, each cylinder having' an intake port adjacent one end and an exhaust port adjacent its other end, a` crank ease at the ends of the cylinders, means for feeding` fnel into one crank ease only, a. longitudinal 'passage at the sides of each cylinder and leading from the intake port into the crank ease into Which the fuel is fed, a crank shaft in'each crank case and each having an extension at one end, a fly Wheel on` each eX- tension and provided with a handle, a-pair of pistons in each cylinder and rods connecting the pistons With the crank shafts, anda transverse synchronizing shaft geared to the extensions of the crank shafts.

t. An internal combustion engine, compris ing;` two open ended cylinders, eachL having an intake only adjacent one end and anv exhaust only adjacent its other end, the intakes and exhausts of the cylinders loeing at 'the` same ends of said cylinders, a. pair of pistons in each cylinder, crank cases at the ends of the cylinders and provided with partitions forniing compartments therein, acrank shaft mounted in each crank ease, rods connecting` the cranks of the shaft with the pistons, means for feeding' fuel. into the compartments of the crank case at th e ends of the cylinders having the intakes, the fuel serving to luhricate the crank shaft in the crank case, longitudinal passages leading; from the intakes of the cynnders into the crank case into which the fuel is crank case into the other compartment of said crank case, and means for synchronizing' the crank shafts.

Gif-i STON BIZET.

fed, `neans for feeding a' lubricant from one compartment of the other i