US1785175A

US1785175A - Two-cycle v motor

Info

Publication number: US1785175A
Application number: US682001A
Authority: US
Inventors: Edward H Belden
Original assignee: BELDEN PATENTS Inc
Current assignee: BELDEN PATENTS Inc
Priority date: 1923-12-21
Filing date: 1923-12-21
Publication date: 1930-12-16
Anticipated expiration: 1947-12-16

Description

Dec. 16, 1930. E. H. BELDEN Two-CYCLE v-MoToR Filed Deo. 2l 1923 vehicle. Furthermore,

Patented Dec. 16, 1930 y UNITED "STATES PATENT ori-ICE i H. BELDEN, k0F TOLEDO,v OHIO, ASSIGNOR` TO BLDEN PATENTSINCORPO- yRAT'ED, OF TOLEDO, OHIO, A CORPORATION `OF`OHIO' Y Two-CYCLE v Moron My invention relates to'an internal combustion motor, and more particularly to such a motor ofthe twojcycle V type.

'My invention has for its object to produce a compact, powerful andreiiicient motor that will produce the minimum of vibration and noise. The manner 1n which I achieve the objects of my invention can be best described in connection with the embodimentthereof illustrated in the accompanying drawing, in which, Y

such a motor, and Fig.'2vis a `diagrammatic showing of a slightly modified form.

Two working cylinders 10, 11 are arranged preferably with their axes inclined so that 1they will form the two sides of a V. It will be noted that the V-arrangement of the cylinders allows the crank shaft to bev located "centrally, and the lines of stress are substantially to vandfrom thiscentral line, each of which featurestends tolessen vibration .when the motor is mountedin an automobilel or other the shown.v is much'more compact than would be an arrangement with the cylinders parallel. l

Two p charging cylinders, 12 and l13, are arranged outside of and parallel with the workingcylinders rThe pistons 14, 15, `16 and 17 l of the respective cylinders have rods 18,V 19,

420' and 21 pivoted to a'lever orbeam 22.l` The beam 22 is fulcrumed at a point23 between tand slightly below the Vworking cylinders. Directly beneath the fulcrumpoint 23 there is a crank shaft 24. Thefcrank pin 25 of a crank on the. shaft is `connected by a link 26 to ,a pivot 27 on one arm of the beam A22. vI prefer to locate the pivot- 27 between the pivots 28 and 29` of the piston rods 18 and 20, respectively. Y'

. The working cylinders 10 and 11 have eX-

haust ports

30 and 31 in theirV sides'just above the lowest points reached by thel tops of their respective pistons, and these ports are shown leading into

exhaust pipes

32 and 33. The

charging cylinders

12 ,and 13 have inlet ports 34 and 35-leading through

connections

36 and 37 from anysuitable source `of fuel supply. A common head over the

cylinders

10 and 12 has a cavity 38 opening 'diarrangement rectly into the cylinder 10, while asimilar Y cylinder-S10 and 11, respectively. Fig. 1 is a transverse vertical section of yI prefer to construct my engine of the compound type, and show accordingly on the crankshai't` a second crank pin 46,` which `is connectedby alink 47 to the beam 48, which is similar in all respects to the beam 22 and Vis connected in a similar way to asimilar series of pistons. Y The position of the beam 48 in the form shown in Fig. 1 is the same as that shown diagrammatically for this beam in Fig. 2, and the working piston connected to its right end and indicated at 50 in Fig. 2 isV at the bottom of itsstrokewhile the piston connected to thelei'tv end of the beam and indicated at 51 is at the top of itsstroke, and

the'corresponding

charging pistons

52 and 53 will of course move simultaneously with4 Vthe working pistons. i

The operation of the motor will be ap` parent from the description of its structure, but for convenience will be briefly stated as follows A Presuming the crank to be rotating in a pistons 15 and 17 are moving upward and, afterV they pass and close the '

respective ports

31 and 35,l the charge from the cylinder 13 `is driven through check valve 41 into chamber 39 and cylinder 11. When the pistons reach the topsy of the vcylinders the charge is eX- ploded, check valve 41 closing and the piston 15 being driven down on its working stroke. In the meantime, while the pistons 15 and 17 `are rising, piston 1,4 is moving down on its working strokev and piston 16 creates a partial vacuumin the cylinder 12. When the piston 14 uncovers port 30 the burned gases inA cylinder 10 are exhausted, and when piston 16 uncovers ports 34 the fuel gases rush into the cylinder 12130 fill the vacuum. While* vclockwise' direction, as shown on Fig. 1, the y piston is moving down on its working stroke piston 16 is moving upward and charging fuel gases into the cavity 38. As will be noted, the piston 16 is moved very close to the top of the cavity in the cylinder 12, so that nearly all of the charge is forced out of the cylinder 12. Under some circumstances it might be desirable to leave a larger space at the upper end of the charging cylinder, to form a chamber inV which gasesmight be compressed without unseating the check valve after firing by a considerably advanced spark. However, owing to the thorough mixture of the gases and the location of the spark plug directly over the working piston, the best results are provided with less advancement of the spark than has been customary with other motors. Clearance at the top of the charging cylinder has several disadvantages. For one thing, it requires a considerably larger charging cylinder to force the same amount of fuel into the combustion chamber. Furthermore, a very desirable feature of the structure shown is the comparatively high degree of vacuum in cylinder 12 when the intake port is uncov ered. This results in a comparatively rapid flow of gas into the cylinder and when the parts are properly proportioned this iiow is so rapid that the gas has a turbulent rather than a stream line flow, and the resulting mixture of gases is much more thorough than wherethe flow is slower. This thorough mixture of gases is obviously a very desirable feature, as it increases both the rapidity and the completeness of the combustion of the gases.

In the structure shown the charging piston moves some distance below the charging inlet, as indicated by the position in which piston 17 is shown. This is for the purpose of allowing time for the gases to completely lill the charging cylinder, and the distance which the charging piston moves below the inlet port will, of course, depend upon the size of the cylinder, the amount oficharge desired, the size of the inlet ports, the feeding means by which fuel gases are supplied to these ports, and the degree of vaccinn in the chamber at the time the ports are uncovered. I prefer to introduce a larger charge than can be drawn in by the working piston in the usual four-cycle operation. Amongst other results of this increased charge are greater cooling of unexhausted gases and increased power.

lith the parts arranged as in 1, the working strokes of the pistons 14 and 51 will be simultaneous, and at the same time that link 26 is pushing in one direction upon the crank shaft 24, as a result of the working stroke of piston 14, the link 47 will be pulling in the opposite direction as the result of the working stroke of piston 51, and the same result will occur with the subsequent simultaneous working strokes of pist-

ons

50 and 15. Such side thrust as develops from the differing angles at which the forces of the two links are applied during the revolution of the crank in a clockwise direction has a tendency to move the shaft towards the point at which the indicating numeral 24 is applied on Fig. 1, and so will notraise the shaft even though its bearings are worn.

' In the modification shown in Fig. 2 the connection of the front beam or beam 22 is changed by attaching the link 26 to a pivotY point 27 on the left of the beam, instead of on the right of the beam. In this case when the piston 51 is starting its working stroke the piston 1'1 will be half way through its working stroke, and when the pivot point 46 has moved to the point indicated at 54 and the crank pin 25 has moved to the point indicated' at 55, cylinder 10 will begin its working stroke and the piston 51 will` be halfway through itsworking stroke. `As will be seen without further description, the four working strokes will con tinue to succeed each otherat each quarter revolution of the crank shaft. This gives a somewhat more continuous torque to the crank shaft, but does not have the advantage of balancing the forces applied to the two cranks as well as the method of attachment shown in Fig. 1. As will be seen in Fig. 1, the two arms of the beams are bent downward so that they are at an angle to each other, and Iprefer to have this angle substantially the supplement of the angle between the axes of the cylinders. By this arrangement and by the proper proportioning of the cranks and the length and pivot point of the link connecting the crank to the beam, ,aV very compact arrangement can be constructed with the crank shaft at or slightly above the point of the V formed by the: axes of-the working cylinders7 so that the enclosing crank case 56 need not be larger than with the Vusual type of direct connection between the pistons and crank shaft.

It is an advantage to have the link from the crank pin pivoted to the beam between the working piston and the charging piston. By having this pivot point outside of the pivotal connection to the working piston the pressure always remains in a downward direction on the fulcrum 23; It will also be noted that in this type of engine the conneel tions between the working piston and the beam. will always be under pressure, so that there will be no change from push to pull on the pivot points and consequently there will be no occasion for vibration or knock if these points are slightly loose. In like manner the pressure is either balanced or downward on the crank shaft in the structure shown in Fig, 1, so that there isno abrupt `Chains@ in the 'direction of the forces applied-` V `to the" crank shaftlwhich might result in knock in `that shaft'. Furthermore, as shown Y "atthe rightof Fig. 1 vby the dotted lines 60 vand 61, pivot points 28 and 29 will travel closely tothe respective axes of cylinders and 12, ,indicated by dottedrlines 62 andr63,

and their respective pistons always tends to force the'pistjons towards the outer lor lower `sides of the cylinders, towardswhich theyl from one side to the otherside lof the cylinder with the result of what is sometimes I A called piston slap. f

i sides of their cylinders, and ,eliminates slap due to varying directionsof piston rod pres' sure. This is preferable to having the pivot 7 1 The pivot point 27iszb'elow a throughpivots 23 and28, and as a result- `the distancebe'tween the pivot 127 and the "If the arrangernentiisv such thatthe Vpivot "points to which the piston rods areattachedL remain constantly outside ofl'the axiallines `of their 'respective cylinders,- pressuregof ther rodsl 'urgesthe pistons against the upper points'A crossy the axial lines, YbutV may f allow the axial line uponwhich the pivot points remaingdoes notkmake any difference so far` as lpiston lslap is concerned;

vertical line passing throughtheY ulcrum decreases with its descentat `a relatively greaterV speedjthan the distance between`the pivot 3 28 and the samev line. y

As a'result ofthese various features, it

will be-seen that I have constructed a 'motorj that is very compact and lat 4the Sametime powerful, as each working cylinder` has a two-cycle action, "that is efficient, due to the thorough mixture 1 of `the igases and' for other obvious reasons, andthat will cause but lit tle vibration or noise,`due to the balanced fean tures ,and the comparative absence of change `in direction of stresses in the moving parts. Variousy m'odiiicationsicould be made in the structiire, such asthe substitution of different types of valve`s, the use of valved inlets at the i top of the charging cylinders vinstead off near the bottom, and, similar changes, within theV` scope of the appended claims, while still retaining the advantages of some of the `fea- `tures'of the invention.

Iclaim: j l 1. In an internal combustion motor, a

ofthe two cylinders, nand an 1inlet port uncoveredby the inovementof the chargingfpisline passing t0n: near the end oi its travel away from the `connecting port, andconnections to move the charging piston simultaneously with and alwaysrrin the same direction as the working piston. f y j 'A 2.V In "an Vinternal `combustion motor, a working cylinder and "piston, a charging cyllinder and piston atone side of and substantiallyparallel` with the working cylinder, there being a port connecting adjacent ends of the two cylinders and aninlet port uncovv j ered by kthe Vmovement ofthe charging piston are urged gravity, Tand the result is thatf there is no tendency to move Ithe pistons near theend'ot` its travel away rom'the con necting`port,` and connections to move the 'charging piston simultaneously with and Y always in `the'"sameydirection asthe working `piston. I

inder and piston at one side of and substanv j k tially parallel with the working cylinder, there being a port connecting adjacent ends "of the'two cylinders, and a check valve for 4the port openingtowards the workingcylinder,'jthere being anl exhaust `port in posi-V rtion to be uncovered by the movement of the j workingpiston nearthe end-offits travel away from the connectingprt and an inlet "port invpos'ition to beuncovered by the move- "ment ofthe charging pistonnear the end of its "travel away from the connectingport.`

y 4. In van internal `combustion motor, a Yworking"cylinder and piston, a chargingcyl- Inder and piston at one side of `and substan- Ytiallyparallel with-the working cylinder,'a `lever 'having'y an arm at'one end of the cylinders, and rodsconnecting the pistons to the lever arm.-

'j `5. In yan internal Icombustion motor, a vworking cylinder? and piston, a charging'cyl-- inder and piston at one side of' and* substan ltially parallel: withthe working cylinder,

there being a port connecting adjacent ends of the two cylinders, a. lever ulcrunied at the opposite side of the working cylinder from the charging cylinder, andpiston rods connecting the pistons lto the lever. '6. In an' Vinternal 'combustion motor, a working cylinder and piston, acharging cylinder and piston at one side of and substantially parallel with the working cylinder, there being a port' connecting adjacent ends oflthetwo cylinders, aleverI fulcrumed toene side .ofthe-cylinders, and piston rods connecting the piston to the lever. u

7 InV an `internal combustion motor, a

. working cylinderand piston, a charging cylinder and piston atone side of and substantially parallel with the working cylinder, there being a port connecting adjacent ends -vof the two cylinders,fa lever fulcrumed to one sideof the cylinders, piston' rods connectingthe piston tothe lever, a crank, and a link connecting the crank to the lever.

'8. -In .an internal combustion motor,V a

working cylinder and piston, a charging cylinder and piston at one side of and substantially parallel` with the working cylinder, there being a port connecting adjacent ends of the two cylinders, a lever fulcrumed at the opposite side of the working icylinder from the charging cylinder, piston rods connecting the piston to the lever, a crank, and` allelwith each working cylinder and onthe side thereof farthest distant from the other working cylinder, a beam fulcrumed near its center, and connections between leach end of the beam and the piston of one of the the charging` cylinders.

l0. In an internal combustion motor, two working cylinders with their axes in the same plane, `a charging cylinder approximately parallel with each working cylinder and on the side thereof farthest distant from the other working cylinder, a piston in each cylinder, a beam .fulcrumed between the extended axes to swing in the plane of the axes, and connections between the pistons and the beam. y

ll.` In an internal combustion motor, two working cylinders with their axes in the saine plane, a charging cylinder approxi- `mately parallelwith each workingcylinder y and on the side thereof farthest distant from the other working cylinder, a piston in each cylinder, a beam fulcrumed between the axes of the working cylinders to swing in the plane of the axes, connections between the pistons and beam, a crank shaft and a link connecting the crank shaft to a point on the beam between the connecting points of a working piston and a charging piston.

12.'In an internal combustion motor, a working cylinder and piston, a charging cylinder.and piston at one side of and substantially parallel with the working cylinder, there being a port connecting adjacent ends of the two cylinders, a two-armed lever, piston rods connecting the pistons to one arm of the lever, and a similar pair of cylinders and Vpiston rods connected to the other arm of the lever.

13. In an internal combustion motor, a working cylinder and piston, a charging cylinder and piston at one side of and substantially parallel with the working cylinder, there being a port connecting adjacent ends of the two cylinders, a two armed lever fulcrumed at the opposite side of the working Vcylinder from the charging cylinder, piston rods connecting the pistons to one arm of the lever, a slnnlar pair of cylinders. and piston under. and connected tothe pistonswithinthe j.

four cylinders having their axes in the same plane, a crank shaft having cranks off-.set oppositeto each other, and-a link from each crank toa beam, both linksbeing connected to the beams onthejsame side of the fulcrnm. working cylinders and the piston of one of Y 15. `In an .internal combnstionniotor, two working cylinderswwith their axial lines forminga V, a chargingcylinder at the side of each working cylinder v.farthest distant from the other-working cylinder, a two armed-lever ,fulcrumed midwaybetween said 16. In an internalcombustion motor, two workingV cylinders 1with their ,axial 'lines forminga V, aucharging `cylinder parallel with each working cylinder randen :the side;

thereof farthest distant fromv the other working cylinder, therebeing ports connecting the closed 4ends of eachworking cylinderwith the adjacent end of itsiassociated charging cylinder, a two armedlever fulcrumed midway between said lines, pistons in the cylinders, and rods connecting the pistons to the lever.

17. In an internal combustion motor, two working cylinders with their axial lines forming a V, a charging cylinderparallel with each working cylinder and on the side thereof farthest distant from the other working cylinder, a two armed lever' fulcrumed midway between said lines, the two arms being at an angle to each other which is substantially the supplement ofthe angle between said lines, pistons in the cylinders, rods connecting the pistons to the lever, a crank shaft equi-distant froml said lines, and a linkn connecting a crank on the shaft to a point on one arm of the lever between the points at which a working-piston rod and acharging-piston rod are attached.

18. An internal combustion engine of the V type having on each side four parallel cylinders arranged substantially in the form of a square, the two sets of cylinders being arranged side by side, the two inner cylinders of A eachfset vbeing:working cylinders, and the two outer cylinders being charging cylinders, two beams fulcrumed substantially at the center of the V, each beam extending beneath fourcylinders having their axes in the same vertical plane, a piston within each cylinder connected by a rod to the associated beam, a crank shaft vertically beneath the fulcrnm and having two cranks off-'set opposite to each other, and a linkfrom each crank to a beam, the connections of the links to the beam being on the same side of the ful- Crum' and between the connections of a work-f in piston and a charging piston.

n testimony whereof I have hereunto signed my name to this specicaton.

.EDWARD H. BELDEN.