US1730073A

US1730073A - Internal-combustion motor

Info

Publication number: US1730073A
Application number: US103059A
Authority: US
Inventors: Heckman Henry Charles
Original assignee: Individual
Current assignee: Individual
Priority date: 1925-04-28
Filing date: 1926-04-19
Publication date: 1929-10-01
Anticipated expiration: 1946-10-01

Description

Oct. 1, 1929. c, HECKMAN 1,730,073

INTERNAL COMBUSTION MOTOR Filed April 19, 1926 2 Sheets-Sheet 1 i g Q0 Get. 1; 1929. c; HECKMAN 1,730,073

INTERNAL COMBUSTION MOTOR Filed April 19, 1926 2 Sheets-Sheet 2 147' i'W/li'y Patented Get. 1, 1929 warren stares ween earner crease INTERNAL-COlT/EBTJSTION MOTOR Application filed April 19, 1926, Serial No. 103,059, and in Great Britain April 28, 1925.

My invention relates to internal combustion motors.

My invention has for its object to provide an improved motor of the type indicated above.

Referring now to the accompanying drawlngs,

Figure 1, shows a part-sectional elevation of one form of motor constructed according to my invention.

Figure 2, shows a part-sectional plan of the motor shown in Figure 1.

Figure 3, is a diagram showing the angular relationship between the crank pin and the rollers of the motor shown in Figures 1 and 2.

In carrying the invention into effect, according to one form and as applied by way of example to a two-stroke motor of the horizontally-opposed cylinder type, using petrol as fuel, I arrange two stationary cylinders, 1 and 2, Figures 1 and 2, on the crank case, 3, the cylinders being in line with one another and disposed on opposite sides of the crank shaft, 4.

The adjacent ends of the cylinder are open, while their outer ends are closed by removable heads, 5 and 6. The cylinders are provided with water jackets, 7 and 8, and with one or more threaded holes, 9, for the sparking plugs arranged at suitable points.

In the cylinders, 1 and 2, passages, 10 and 11, are formed for the admission of the combustible mixture from the inlet valves, 12 and 13, respectively, which are disposed in valve casings, 14 and 15, integrally formed with the cylinders.

The valve casings are interconnected by a common induction pipe, 16, from which a pipe, 17, is branched off, the pipe, 17 leading to the air inlet and having the carburetter, 18, arranged thereon.

The valves, 12 and 13, are of the conical type and their spindles, 19 and 20, respectively, are adapted to be operated against the action of springs, 21 and 22, by plungers, 23 and 24. These plungers are mounted on bearings, 25 and 26, and carry rollers, 27 and 28, on their inner ends, the rollers co-acting with the cam, 29, mounted on the crank shaft, 4,

N ear the inner ends of the cylinders, 1 and 2, exhaust ports, 30 and 31, respectively, are disposed, while transfer passages, 32 and 32, are arranged near their outer ends for trans ferring the initially compressed charge to the movable cylinders, 33 and 34, as hereinafter described.

Within the stationary cylinders, 1 and 2, the movable cylinders, 33 and 34, are disposed, the latter cylinders being connected at their inner ends to an intermediate mem-. ber, 35. This intermediate member is formed in halves longitudinally, the ends of which fit into grooves, 36, in the ends of the movable cylinders. The halves are secured together and to the cylinders, 33 and 34, by bolts, 37.

On the opposite sides of the intermediate member, 35, central slots, 38 and 39, horizontally disposed, are formed, through which slots the crank shaft, 4, passes, the length of the slots being such as to provide for the. movement of the intermediate member, 35,

and the cylinders 33 and 34, attached thereto, during the operation of the motor.

On the intermediate member, 35, two similar grooves, 40 and 41, of approximately elliptical form are arranged, the grooves being formed on the inner surfaces of the member, 35, and having their major axes co-inthe cylinders, 33 and 34, to the crank shaft, 4, q

as hereinafter described.

The movable cylinders, 33 and 34, are provided with sets of packing rings, 47, 48 and 49, and 50, 51 and 52, respectively, the sets, 47 and 48, being arranged on each side of the admission ports, 53, and the sets, and

51, being likewise arranged on each side of the admission ports, 54.

The rings, 49 and 52, are arranged nearer the ends of their respective cylinders.

The ports, 53 and 54, are adapted to mg 1 'ister with the corresponding transfer paspistons, 57 and 58, of the usual type, are dis posed and the connecting rods, 59 and 60, of

both pistons are coupled to a common crank pin, 61, on the disc-crank, 46.

On each side of the disc-crank, 46,-two pairs of rollers, 44- and 45, and 62 and 63, are arranged, the rollers, 62 and 63, being adapted to co-act with the grooves, 40 and 41, in the intermediate member, 35, while the rollers, 44 and 45, co-act with the vertical grooves, 42 and 43.

The rollers, 62 and 63, are in alignment with'one another as are also the rollers, 44 and 45, and the pairs are located at angles of 1.80 degrees apart, as shown in Figure 3. The line A A, joining the centres of the roller pairs, makes an angle of 26 degrees with the line, BB, which joins the cent-re of the crank pin, 61, and that of the crank I shaft, 4.

The rollers, 44 and 45, which are at an angle of 206 degrees in advance of the crank pin, 61, co-act with the vertical grooves, 42 and 43, so as to transfer the movement of the movable cylinders, 33 and 34, to the crank shaft, 4, through a portion of the stroke, while the rollers, 62 and 63, co-act with the grooves, 40 and 41, to continue this operation while the rollers 44 and 45, are passing across the slots, 38 and 39, for the crank shaft, 4, in the intermediate member, 35. The slots, 38 and 39, separate the upper and lower portions of the vertical grooves, 42 and 43, respectively. 7

The rollers, 62 and 63, which co-act. with the moves, 40 and 41, are thus only .oper-' ative as regards the transfer of the movement of the movable cylinders, 33 and 34, for the portions of the stroke when the crank pin centre is in the vicinity of the axial line of the cylinders, while for the remaining portions of the stroke, the transfer is efi'ected by, the rollers, 44 and 45, which co-act with the vertical grooves, 42 and 43. g

The rolles, 44 and 45, which co-act with the vertical grooves, 42 and 43, are longer than therollers, 62 and 63, which co-act with the grooves, 40 and 41, as owing .to the intersection. of the grooves, the operative surface of the vertical grooves, 42 and 43, is at a greater distance from the axial line of the cylinders than those ofthe grooves, 40 and 41.

The arrangement of the rollers, 62 and 63, on a line makingan angle of 26 degrees with the crank pin, 61, causes the movable cylinders to reach the ends of their strokes someis as follows If it is assumed that the piston, 58, is just completing the explosion stroke, then the movable cylinder, 34, which co-acts there with, has moved towards the limit of its movement in the opposite direction and caused the admission ports,54, to register with the transfer passages, 32 in the coacting stationary cylinder, -2.

The ch which was initially compressed on they previous portion of the stroke, in the space between the end of the movable cylinder, 34, and the head, 6, of the stationary cylinder, 2, now enters the movable cylinder and etliciently scavenges it.

On the piston, 58, commencing its inward or compression stroke, the movable cylinder, 34, co-acting therewith, moves in the opposite direction and the exhaust ports, 56, in the latter are first closed by the piston, 58, and thereafter the transfer passages, 32*, are closed and compression of the charge in the novable cylinder, 34, takes place.

During this movement, the admission valve, 13, opens, and a fresh charge is drawn into the stationary cylinder, 2.

When the ignition point is reached, one of the admission ports, 54, on the movable cylinder, 34, registers with the sparking plug orifice, 9, in the stationary cylinder, 2,and the charge is fired. The piston, 58, will then commence its explosion stroke, 'while the movable cylinder, 34, will move in the opposite direction.

Just bef'ore'the ignition point is reached, the admission valve, 13, closesso that as the movable cylinder, 34, moves away from the piston, 58, the charge in the stationary cylinder, 2, will be compressed. Towards the end of the explosion stroke, the'exhaust ports, 56, open and thereafter the transfer ports, 32, register with the admission ports, 54, so as to admit a fresh charge into the movable cylinder, 2. i

The above cycle of operations is repeated so long as the motor continues to run.

It will be understood that the same cycle of operations takes place in both motor cylinders, the .phase, however, being displaced so that when one of the cylinders is perform ing its explosion stroke, the other cylinder is performing its compression stroke, and vice versa.

One of the transfer passages in each of the sets, 32 and 32 may be made of an inch longer than the others, so that any condenser petrol in the cylinder heads will be forced through these passages as they open in ad- Vance of the others, and be atomized.

It will be seen that by means of my invention, a compact and eflicient form of motor is provided and the movement of the cylinders is efficiently cushioned by the initial. compression of the charge in the stationary cylinders. Also the intermediate member forms rigid connection which efficiently aligns the movable cylinders, and the two pistons With their co-acting movable cylinders are reciprocaied in opposite directions from a single throw crank shaft.

Although I have described my invention as applied by Way of example to a two-stroke horizontally opposed two cylinder petrol motor, its use is not limited to this application, as it may readily be applied to twostroke motors with other arrangements of cylinders and also to motors operating with fuel other than petrol.

Further it may be applied to four-stroke motors, and also to Diesel motors.

Also instead of coupling the movable cylinders to the crank shaft as above described, any other suitable form of mechanism may be used for this purpose.

li-iodilications in detail and arrangement may be made in the example of my invention above described.

I claim 1. In an internal combustion motor, the combination of a stationary cylinder, a movable cylinder disposed in said stationary cylinder, a piston disposed in said movable cylinder, a crank shaft, means for coupling said piston to said crank shaft, rollers on said crank shaft, together with a grooved member connected to said movable cylinder and coacting *ith said rollers on said crank shaft, certain of said rollers being operative for certain parts of the stroke and certain other of said rollers for certain other parts of the stroke.

2. In an internal combustion motor, the combination of a plurality of stationary cylin ders, movable cylinders disposed in said stationary cylinders, pistons in said movable cylinders, an intermediate member interconnecting said movable cylinders, a crank shaft, means for coupling said pistons to said crank saaft together with rollers interconnecting said intermediate member and said crank shaft, certain of said rollers being operative for certain parts of the stroke and certain others of said rollers being operative for certain other parts of the strok 3. In an internal combustion motor, the combination of a plurality of stationary cylin chars, movable cylinders disposed in said stationary cylinders, pistons in said movable cylinders, an intermediate member interconnecting said movable cylinders and having straight and curved grooves therein, a crankshaft, means for connecting said pistons to said crank shaft, together with a plurality of rollers on said crank shaft, certain of said rollers being adapted to co-act With the curved grooves in said intermediate member and certain other of said rollers being adapted to coact With the straight grooves therein.

" l. in an internal combustion motor, the combination of a stationary cylinder, a movable cylinder disposed in said stationary cylinder,a piston disposed in said movable cylinder, a crankshaft having a single-throw crank, rollers on both Web members of said crank, means for coupling said piston to said cranl r together Wi h'a member having a plu raiity of grooves thereon and coacting With said rollers to operatively transmit power to said crank.

5. In an internal combustion motor, the combination of a plurality of stationary cylinders, a plurality of movable cylinders, an intermediate member rigidly interconnecting said movable cylinders acting to align said cylinders and having a plurality of curved and straight power transmitting grooves formed thereon.

6. In an internal combustion motor, the combination of a plurality of stationary cylinders, a plurality of movable cylinders, pistons arranged in said movable cylinders, an intermediate member rigidly interconnecting said movable cylinders acting to align said cylinders and havin a plurality of curved and straight grooves Iormed thereon, a crank shaft, means coacting With said grooves for coupling said intermediate member in power transmitting relationship With a crank on said crank shaft together with means for coupling said pistons in poWer transmitting relationship With said crank.

7. In an internal combustion motor, the combination of a cylinder, members disposed 1 in said cylinder adapted to move in opposite directions on firing a charge therebetvveen, a crank-shaft, means for coupling said members to said crank-shaft, certain of said means being operative for part of the stroke and certain other of said coupling means being 0perative for another part of the stroke.

8. In an internal combustion motor, the combination of a cylinder, members arranged in said cylinder adapted to move in opposite directions on the firing of a charge therebetween, a crank-shaft, means for interconnecting one of said members and the crank pin of said crank-shaft together With means for interconnecting the other of said members and said crank-shaft, said means including pins p j ct ng opp s t y from a a k and i the same directions as the straight portions of said crank-shaft.

9. In an internal combustion motor, the combination of a plurality of stationary cylinders, movable cylinders inter-connected With one another arranged in said stationary cylinders, pistons in said movable cylinders, a crank-shaft, means for operatively connecting said pistons to said crank-shaft, together With means for operatively connecting said interconnected movable cylinders to said crank-shaft, certain of said last mentioned means being operative for part of the stroke and certain others for another part of the stroke.

10. In an internal combustion motor, the combination of a plurality of stationary cylinders, movable cylinders disposed in said stationary cylinders, an intermediate member having sets of curved and straight grooves :tormed thereon, and interconnecting said movable cylinders, pistons in said movable cylinders, a crank-shaft having a single throw crank, connecting rods interconnecting said pistons and said crank, together With sets of rollers on said crank adapted to operatively engage With corresponding grooves on said intermediate member, certain of said rollers and grooves being operative as regards power transmission for part of the stroke and certain others of said rollers and grooves being operative as regards power transmission for another part of the stroke.

In testimony whereof I have signed my name to this I specification.

HENRY CHARLES HECKMAN.