US1814333A

US1814333A - Internal combustion engine

Info

Publication number: US1814333A
Application number: US421480A
Authority: US
Inventors: Thomas J Parker
Original assignee: Individual
Current assignee: Individual
Priority date: 1930-01-17
Filing date: 1930-01-17
Publication date: 1931-07-14
Anticipated expiration: 1948-07-14

Description

. July 14, 1931. 'r. J. PARKER ,8

INTERNAL COMBUSTION ENGINE Filed Jan. 17, 1930 5 Sheets-Sheet 1 .1712/e72 for: Tho/Has J Par/rer;.

July 14, 1931. 'r. J. PARKER INTERNAL COMBUSTION ENGINE Filed Jam 17, 1950 5 Sheets-Sheet 2 J7z2 e72107 T 17077705 JZ-Thrkea:

July 14, 1931. T. J. PARKER 1,814,333

INTERNAL COMBUSTION ENGINE Filed Jan. 17, 1950 v 5 Sheets-She'et 3 July 14, 1931. T. J. PARKER 3 INTERNAL COMBUSTION ENGINE Filed Jan. 17, 1930 5 Sheets-Shoot 4 0 01/1111 1111/! NI] I &

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July 14, 1931., T. J. PARKER INTERNAL COMBUSTION ENGINE Filed Jan. 17, 1930 5 Sheets-Sheet '5 P wd @Jw Patented July 14, 1931 UNITED STA res. PA-r ar l ora -ice THOMAS J. PARKER, OF crrroiaeo, IELINOIS', Assrenon or ONE-HALF To WILLIAM MGGUINEAS, or CHICAGO; II1LINOIS I mammal; GOMBUS'IEION ENGINE a plication filed January 117, 930; Serial no. 421,480.

This invention relates to improvements in internal combustion. engines The invention. is adapted. to be embodied in radial motorsand motors in which parallel cylinders are arranged? in alignment.

One of. the objectsof the invention is to' produce multiple cylinder 2-cycle engine in. which each cylinder lSBHGlQSQCl. to form a compression and explosion chamber at the front end of the piston and a compression chamber at the rear of the piston.

' Another object. is to provide connections between the. piston and the crank shaftwhereby the pistonewill be relieved of sidethrust, and the piston rod will be caused to move in an axial direction coincident with the axis of the cylinder Another. novel feature is the universal connection for connecting the piston rod to. thepiston. I I

Another-object is to provide in a radial engine a masterbearing for connecting one of the piston rods to the crank shaft whereby stability and. smoothness of operation are assured; p e p The advantages resulting'fromthese novel featuresof construction will more fully appear as: proceed with. my specification. I

In the drawings Fig. 1 is a transverse vertical-sectional view of a radial motor.

Fig... 2v is at longitudiI-ialv vertical section taken. on the line 2 2 of Fig. 1.

Fig... 3 is a plan View of Fig. 2;

Fig. 4 is: an enlarged View of the connect ing rod unit detached from the crank shaft. Fig. 5-is-a horizontal section ot a detailv of construction taken on the line5;-5- of Fig. 1 ,v looking downwardly as indicated by the arrows v Fig. 6 is a. vertical section taken at right I angles to the View shown in Fig. 5,. the same being taken: on. the line 6-6. of Fig. 5.v

Fig. 7'- is a lbngitudinal vertical sectional View, partly in elevation, showing the inven tion as embodied in an engine having the cylindersin alignment. Fig... 8 is. a plan view of the engine shown in. F"

7 -50 I. Re gn-ring, now to embodiment of the. invention shown in Figs. 1 to 6 inclusive,

the crank case is indicated at 10, the same be:

ing, cast in two parts which are connected together by boltsextending through the flanges 11.. The crank case is provided with four circular openings for the cylinders whichi are radially disposed and spaced apart equidistantly circumferentially of the crank case. Each of t e cylinders comprises a. tubular body12 closed at its outer end 13 and having a circumferential marginal flange 14 exten-ding outwardly from the margin of the body 12 to be seated on the outer surface of the crankcase surrounding the aperture therein.

The inner end of the cylinder 12 is closed by a cup shaped. member. 15 which also has acircumferential marginal flange 16 similarto=the flange 14. The? flange 16. rests againstv the inner surfaceof the crank case 10 opposite the flange l4. Bolts and nuts 17 ex.- tend through the flanges 14 and. 16 and through the crank case wall 10 and securely". connect the cylinder 12 and cup shaped member 15 to the crank case.v

The cup shaped member 15 has a central opening surrounded by an inwardly directed tubular flange 18 which forms a bearing for the piston rod. The outer end of the, cylinder 12 is preferably provided. with radiating fins. 19, and a conventional spark plug 20 extends into the cylinder through. the end 13. I

A hollow cylindrical piston- 21 having a. curved: front end 22 is slidablly mounted in each-cylinder 12 and closely engages the cylindrical walls of the cylinder; Piston rings 21. are provided as shown. Extending across-the interior of the piston 21 is a wrist pin 23. fixed in the cylindrical; piston walls in bearings. 24;. On the pin 23 is mounted a sleeve-like member 25 carrying trunnions 2.6 which extend. from. opposite sides of the member 25; axially, at right angles tothe. pin 23'... The-member25 is preferably formed with its longitudinal walls tapering from the V take lines 43and carburetor.

The piston rod is bifurcated to form parallel, spaced apart arms 28, each apertured near its end and pivotally mounted on a trunnion 26. The opposite end of the piston rod 27 is slightly enlarged and apertured for receiving a pin 29 for connecting the piston rod to a connecting rod 30. Each connecting rod 30 is bifurcated as indicated at 31, to receive the end of the piston rod 27 which is held I.

by the pin 29, as stated. At itsother end,

each connecting rod 30 is pivotallyconnected to a hub 32 which is rotatablyymounted onthe bearing 33 of the crank shaft 34. This hub 32 is formed with radially extending ears 35. These ears are in pairs, the ears of each pair being spaced apart to receive the end of the connecting rod 30, held in place pin 35. There'are three pairs of ears 35 spaced 90 apart on the hub 32, each to receive a connecting rod 30." The fourth connecting rod is indicated at 30 in Fig. 4

and this one is rigidly secured to or in tegral "with the hub 32. i

The .hub 32 is 'preferably made in two parts, each of which has edge flanges 36 by which the two'parts of the hub are connected together after the hub is mounted on the crank shaft as indicated at 37.

' The connections between the bearing 33 and the piston 21 are such that the piston is relieved of side thrust, in the operation of the engine, the piston rod moving longitudinally in a line coincident with the axis of the cylinder. The universal joint provided by the parts shown in detail in Figs. 5 and 6 insures accurate longitudinal reciprocation of the piston in the cylinder, the pistonrod 27 being guided in the bushing 38 in the bear-' ing 18. i

It Wlll be understood'that the connecting rods 30 may be increased in length and the crank case increased accordingly, to decrease side thrust on theirbearings; the present proportions of the parts having been selected for this drawing on account of lack of more space'to'show the assembled parts. The crank shaft 34 at one end extends outwardly from the crank case 10 and carries the conventional propeller indicated at 39. At its opposite end the crankshaft 34 carries a timer indicated as a whole at 40. 41 indicates an oil tank and pump which is also operatively connected to the crank shaft.

Each of the cylinders 12 is provided with a'fuel inlet 42 in communication through .the intake manifold 43 with a carburetor indi cated as a whole at 44. 45 indicates the connection of the four in ,7 Each of the intake lines 43 communicates with a cylinder 12 through the inlet port 42 to permit fuel to enter the cylinder rearwardly of the piston when the piston is in a sufficiently forward positionin the'cylinder to open the port 42.

Communlcation is established "between the thetop of Fig.1, when the :hambers at opposite ends of the piston in the cylinder by an intake conduit 46 which extends from the inner end of the cylinder at the rear of the piston to the intake compression chamber 47 which is located forwardly of the piston when the piston is in its most rearward position. The exhaust port 48 is opposite the intake 47.

The operation of the radial motor is as follows f Taking for example, the cylinder 12 at piston is moved rearwardly, that is to say, toward the cupsh'a-pe'd end:i15,'the' fuel which has entered the compression chamber 49 through the fuel port 42 will be compressed. 'When the pis-V ton has proceeded rearwardly sufliciently-to bring the intake compression chamber 47 into communication with the compressionexplosion chamber 50 at the forward'end of the cylinder, the compressed fuel will rush through the conduit 46, chamber 47 and into:

the'cylinder chamber 50. The return stroke of thepiston from the rear to the forward end compresses the fuel in the chamber 50, the spark being timed accordingly, so that explosion takes place in the chamber 50, and

the piston is caused to move rearwardly, opening the exhaust 48 for its intended purpose.

Referring now to the embodiment ofthe' invention shown inFigsL 7 and 8, in which the cylinders are vertically 'disposed;and in to the piston 63 by the type of universal connection heretofore described, comprising the parts shown in detail in Figs. 5and 6, and the piston rod is arranged for movement in an axial directioncoincident with the axis .of the cylinder, b'ein' guided in bearings 62 in the bottom of the cylinder."

The piston rod 62ispivotally connected to the connecting rod 64, which isco'nnected to the hub 64 on-cr'a-nk shaft 65 in a familiar manner. The manifold intake66 communicates with the intake ,ports 67 of the "compression chamber 68 below or rearwardlyof the piston 63 and the compression'cha'mber 68 communicates through conduit 69 with'the ntake-compression chamber 7 0 which is, (lur ing part of the operation, in communication with the compression explosion chamber'71 at the top or forward end of the cylinder.

The exhaust 7 2' communicates'with the sev-' shaped member herein described results in producing a compression chamber at one side and a compression-explosion chamber at the other side of each piston in each cylinder, and avoids the necessity of having separate crank cases for each cylinder. The efficiency of the engine as compared to two-cycle engines having open ended cylinders, is substantially increased.

The universal connection between the piston rod and piston and the reciprocation of the piston rod in an axial direction coincident with the axis of the cylinder is another important feature of the invention; it relieves the piston from side thrust and reduces the wear on the piston and cylinder to a negligible quantity.

The rigid connection between the master connecting rod 30 and the hub 32 is a feature of improvement which is particularly valuable in a radial engine, whereas the other advantages herein referred to are attained when the invention is embodied in either a radial or a strai ht line engine.

The engine of the present invention is known as a multi-power engine. The power developed by my four-cylinder, two-cycle engine is substantially in excess of that developed by an ei ht-cylinder, four-cycle engine having cylin-dhrs of equal bore and length of piston stroke, and I attribute this efficiency and the smoothness of operation of my device to the fact that just before the compression stroke of one piston is completely finished, the compression stroke of another piston is commenced.

Obviously, changes in details of construction may be made Without departing from the scope of my invention, and I do not intend to be limited to the exact form of construction described, except as set forth in the appended claims.

1. A radial two-cycle internal combustion engine comprising a crank case, a crank shaft mounted in the case, the crank case being apertured at a plurality of places spaced equidistant-1y circumferentially of the case, a cylinder closed atone end and flanged adj acent its open end secured to the crank case with the flange surrounding one of said openings, a cup-shaped member secured to the inside of the crank case to close the open end of the cylinder, a piston movable in the cylinder, a piston rod connected to the piston and extending through an aperture in said cupshaped member into the crank case, and pivotal connections between the piston rod and the crank shaft.

2. A two-cycle internal combustion engine comprising a crank case, a crank shaft mounted in the case, the crank case being apertured at a plurality of places, a cylinder closed at one end and flanged adjacent its open end, secured to the crank case with the flange surrounding one of said openings, a

cup-shaped member secured to the inside of the crank case to close the open end of the cylinder, a piston movable in the cylinder, a piston rod connected to the piston and extending through an aperture in said cupshaped member into the crank case, and pivotal connections between the piston rod and the crank shaft.

3. A two-cycle internal combustion engine comprising a crank case, a crank shaft mounted in the case, the crank case being apertured at a plurality of places, a cylinder closed at one end and flanged adjacent its open end, secured to the crank case with the flange surrounding one of said openings, a cup-shaped member secured to the inside of the crank case to close the open end of the cylinder, an auxiliary compression chamber adjacent the cylinder and in communication with the in terior of the cylinder, a conduit extending from the cup-shaped member to the auxiliary compression chamber, a piston movable in the cylinder, a piston rod connected to the piston and extending through an aperture in said cup-shaped member into the crank case, and pivotal connections between the piston rod and the crank shaft.

4. A two-cycle internal combustion engine comprising a crank case, a crank shaft mounted in the case, the crank case being apertured at a plurality of places, a cylinder closed at one end and secured adjacent its open end to the crank case, a cup-shaped member within the crank case for closing the open end of the cylinder, a. piston movable in the cylinder, an inlet port in the cylinder wall located below the piston when the latter is in its forward position, an auxiliary compression chamber adjacent the forward end of the cylinder and communicating with the interior of the cylinder, a conduit extending from the cup-' shaped member to the auxiliary compression chamber, the auxiliary chamber being in communication with the cylinder when the piston is in its rearward position.

5. A two-cycle internal combustion engine comprising a crank case, a crank shaft mounted in the case, a cylinder closed at one end and open at the other mounted on the crank case, the crank case having an opening registering with the open end of the cylinder, a cupshaped member secured to the crank case to close the open end of the cylinder, the cupshaped member being centrally apertured, a bushing surrounding the aperture, a piston movable in the cylinder, a piston rod connected to the piston and extending through said apertured cup-shaped member into the crank case and pivotal connections between