US1858278A - Internal combustion motor - Google Patents

Description

- y 1932- s. M. PACKARD ET AL .3 2

INTERNAL COMBUSTION MOTOR Filed June 6. 1929 s Sheets-Sheet 1 jaw BY AM May 17, 1932. s. M.'PACKARD.ET AL INTERNAL COMBUSTION MOTOR Filed June 6, 1929 Z: Sheets-Sheet 2 6 mv m ms 1 22222 S. M. PACKARD ET AL INTERNAL COMBUSTION MOTOR Filed June 6, 1929 3 Sheets-Sheet 3 I'll/11111115555114 I IE 2554155553,? -I7a,ill/15111115151571 ll/55' Patented May 17, 1932 UN! TED STATE STANLEY M. PACKARD AN D JESSE It. PACKARD, OF SOUT HGAVTE, ANED VTAYN'E L. SH-UCK',

OF LO'S ANGE-LES, CALIFORNIA ETERNAL COMBUSTION" MOTOR Application filed June 6, 1929. Serial No. 368,922.

tons in such a manner that frictionwill be minimized and the general operation of the motor simplified.

A further object. is to provide an 1mproved t e of sin 'le sleeve valve non-rotatabl, and

reciprocably held in the cylinders thus reducing the friction, due to" the lack of necessity for rotating the valves during. the reciprocation thereo Other objects include the provision of an improved oiling system, improved means for attaching a radial type motor to. the fuselage of an aeroplane, and still other improvements, which will appear as the description progresses.

We have shown a prefierredformofinvention typical of a radial type aeroplane motor, in which essential elements are; arranged substantially as in the caseof a straight or V type motor for use on automobiles, or. for other purposes.

In said drawings, 3? Fig. 1 is a diametrical section of aradial type motor embodying our improvements.

Fig. 2 is a section of thesame on line 2-2 of Fig. 1.

Fig. 3 is a section thereof on line 3-3 of d is a section on line ll-4 of Fig 1..

is a transverse section on line 55v 8 a left hand cam, which may be selectively used. 1 7

Figs. 9, 10,11 and 12 are, diagrams in secti'on of the successive cycles ofoperation of the pistons sleeve valves, and cams, for illustrating respectively the intake, compression; power, and exhaust cycles of operation.

As preferably arranged, our motor may include a central block composed of front and rear members A and. All bolted together at a plurality of points A2 and providing a chamber A3 therewithin. The rear member Al is attached to an annular manifold member A4 at a plurality of points A5 and said manifold is in turn suitably attached to flange B1 of an aeroplane body B by means of screws or bolts B2. The motor block or crank. case has a plurality of radially disposed, cylinders, as at C, attached thereto by means of bolts C1, and said cylinders are provided with heads C2 attached to the outer ends of the, cylinders by means of bolts O5, and preferably provided with cylindrical portions C4 which extend substantially into the outer ends of the cylinders O and carry the spark, plugs C5. Each cylinder is pro vided with a substantially elongated sleeve valve 1) which is recijprocahl-y mountedin the cylinder and is extended substantially into the chamber A3 of the crank case, as shown in Fig. 1. i

. The sleeves D are nonrrotatably held by means of guides D1, which: seat in grooves D2 formed in flanges D3 on the lower ends of the sleeves. The guides D1 are attached to the member A1 of the crank case body and are] elongated sufficiently to accommodate the grooves to the full length of the stroke of the sleeves.

The crank shaft E is centrally mounted in the crank case and may be made sectional or integral with hearing pins E1 and E2 j ournaled' in frictionless bearings A6 and A7 re-.

spectively in the members A and- Al and provided with a single crank pin E3. The crank shaft is preferably counter-balanced at E4, Ed at a point diametrically opposite the crank pin E3.

A split or integral collar E5 is mounted on a frictionless bearing E6 which encompasses the crank pin E3, and said collar is adapted to be pivotally connected by means of pins, as at E7, with a plurality of connecting rods, as at F. A master rod not shown may be integrally formed with the collar E5, while the remaining rods of the series are pivotally connected therewith, as shown in Figs. 1 and 4. The upper ends of the connecting rods F are pivotally connected with pistons G by means of wrist pins G1. Said pistons are slidable within the sleeves D.

The motor is preferably surrounded by a circular cowl H with an annular deflector H1 mounted internally thereof so that during the operation of the motor a current of air will be set up around the motor for cooling purposes in lieu of water jackets. The cylinders C are provided with intake ports G6 which are connected by means of pipes G7 with outlets A8 leading from a circular manifold passage A9 formed in the member A4. The passage A9 has an inlet port A10 which may connect at a suitable point with a carburetor 1. Each of cylinders C is provided with an exhaust port C8, preferably on the opposite side of the cylinder C from the intake port C6, and said exhaust ports connect with a common exhaust manifold J for discharging the products of combustion.

The intake manifold A4 is generally provided with a circular heat passage All which may have an inlet A12 adapted for connection with the stem K1 of a heat collector K which is provided with a funneled shaped head K2 positioned rearwardly of each of the cylinders C so that the rush of air over the cylinders will cause the heated air to be discharged into the circular passage A11 for preheating the gases in the manifold A9.

The crank shaft E carries a pinion E8 preferably adjacent the body member A, which is adapted to mesh with a series of idler gears E9, E9 arranged therearound,

as shown in Fig. 2, one of the gears E9 being provided for each of the cylinders C .and sleeves D. The gears E9 mesh with and drive composite cam gears L, L etc., radially arranged corresponding to the disposition of the cylinders C. Gears L carry cam grooves L1 of peculiar formation, and are pivotally mounted on studs L2 attached to the member A.

Diametrically opposite the guides D1 and attached to the member A of the crank case body are guides D7, in which are formed grooves D8. Attached to the flanges D3 and reciprocating vertically in the grooves D8 are arms D9. Each of the arms D9 is provided with a pin D4 for engagement with the cam groove L1 of each of the gears L. Thus the sleeves D are operatively connected with the cams L1. By reference to Figs. 7 to 12 inclusive, it will be observed that the cams L1 are subdivided into a plurality of portions L2. L4. L5. L6. L7 and L8, successively arranged for a right hand operated cam, as shown in Fig. 7, so that said portions will successively be engaged by the pins D4 of the sleeve guides D1.

For instance, by reference particularly to Figs. 9 to 12 inclusive, at the beginning of an intake cycle when the piston G begins its downward movement, the intake port D5 of the sleeve will be in registration with the port C6 of the cylinder, while the exhaust port D6 of the sleeve will have moved downwardly out of registration with the exhaust port C8 of the cylinder. At this point in the operation of the piston and the sleeve, the cam pin D4 will be positioned at the beginning of the concentric portion L3 of the cam when the cam is operated in a clockwise direction, as seen in Fig. 9, the intake ports will remain open, while the pin D4 traverses the full length of the portion L3 of the cam, and during such time the sleeve D will 'remain stationary while the piston moves downwardly within the sleeve to the full extent of its stroke.

Immediately following the intake cycle, the ports D5 and C6 are closed by a quick movement of the sleeve D upwardly, while the pin D4 traverses the relatively short inclined portion L4 of the cam. When the pin D4 has reached the beginning of the concentric portion L5 of the cam, the sleeve D will have assumed a position so that both intake and exhaust ports will have been closed, as shown in Fig. 10. The cam portion L5 is of sufficient length that it will hold the sleeve D stationary during the complete upward stroke of the piston on compression and an ensuing downward stroke of the piston on a power cycle. Following the completion of the power stroke the pin D4 moves upwardly over the short inclined portion L6 of the cam and thence 011 to the concentric portion L7. While the pin D4 traverses the portion L6 of the cam the sleeve D is elevated so as to move the exhaust ports D6 and C8 into registration, and while the pin D4 traverses the portion L7 of the cam the piston Gr moves upwardly on exhaust stroke, as shown in Fig. 12.

The foregoing description of the four cycles of operation are typical of all of the cylinders in succession.

An important feature of our improved motor is the provision of an'oil tank M preferably attached to the rear side of the motor and arranged to support on the top and bottom thereof respectively, a pair of oil pumps N and O and one or more magnetos, as at P. The pumps N and O are preferably gear pumps provided with driving gears N1 and O1 and driven gears N2 and ()2. respectively. The driving gears may have their shafts N 3 and 03 extended through the crank case member A1 and fixed to gears Y4 and G4 at the inner ends thereof. The gears N4 and mass ve 04 are commonly driven from a pinion E formed on the rear end of the crank shaft E.

The pump N has an oil intake N5 which communicates with a passage M1 in the oil tank, which communicates at a point M2 with the interior of said tank. Said pump has an outlet N6 connected by means of a pipe N7 with an oil passage N8 in the member A l, which feeds the oil under pressure to and for lubricating all of the hearings in the members A, E, Al, E5 connecting rods F, and the pistons G. This is accomplished by providing an oil chamber or chambers E11 in the crank shaft and passages, as at A13 5 in the member A, with communicating passages formed in said other members so that the oil may be forced from the pump N to and through all of the bearings and through passages F1 in the connecting rods to passages G1 in the pistons G.

The oil thus fed by-pressure to the cylinders and bearings finally finds its way to the bottom of the crank case chamber A3 from which it may flow through a passage or passages Al into an oil sump it having a chamber R1 for receiving the oil. The sump is provided with a detachable plug R2 having a small chamber R3 therein which communicates with the chamber R1 of the sump thru a screened inlet R4. The oil pump 0 induces a fiow of oil from the chamber R3 thru a pipe O5, a passage A15 in the member A of the crank case, a pipe ()6, and

I an oil intake O7 to the pump chamber. The oil is discharged from the chamber of the pump O thru an outlet ()8 into the tank M for further use.

The magnetos P are preferably operated from the gear N4 by means of gears P1, P1

-' meshing with opposite portions of the gear Net. Suitable grooves C9 may be provided in the form shown in Fig. 6 on the interior of the cylinder C for collecting oil in the upper portion of the cylinder above the sleeves so as to provide suitable lubrication of the cylinders and sleeves.

In operation, the cams L1 are properly imed and set with respect to the crank shaft E so as to properly position the sleeves in the cylinders for opening and closing the ports at regularly timed intervals and for maintaining closed cylinders during the com pression and power strokes and open cylinders during the intake and exhaust strokes. The operation of the cams, pistons, and sleeves has been hereinhefore described by reference to Figs. 9 to 12 inclusive.

In the form of device shown embodying a single throw crank shaft, an odd number of cylinders is necessary in a radial type of motor, as in other radial type motors. With a five cylinder motor as illustrated in the drawings, the firing order would be as follows: 1352413 etc.

It will be noted that except when the pin with the intake and 134- is traversing the relativelyshort portion Tit-of the cam, at which time an intake stroke has been completed and a compression stroke has been initiated, the sleeves and pistons move in the same-direction. Due to the fact that the pistons G and sleeves D move thruout a major portion of the four cycles in the same dire'c'ti on, and due further to the absence of a second sleeve usual in some motors, and to the non-rotatability of the single sleeve, the friction is reduced to a minimum and the'power of the motor is correspond i'n' 'ly increased. i

What we-c'l aim is:

1. An internal combustion motor comprisi-nig combination a housing including a cylinder with intake and exhaust ports, a single non-rotatable sleeve valve reciprocable in said cylinderand provided with intake and exhaust passages for registration respectively exhaust ports of said cylinder, a crank shaft, a piston reciprocable in said sleeve-valve and operatively connected with said shaft, a to said shaft, slide means for operably con necting said cam and said valve, means formed on said cam for moving said valve in opposite directions, and means cooperating with said slide means for preventing the rotation of said sleeve valve during the reciprocation thereof.

'2. An internal"combustion motor comprising incombination a housing including a cylinder with intake and exhaust ports, a single non-rotatable sleeve valve reciprocable in said cylinder and provided with intake and exhaust passages for registration respective-- ly with the intake and exhaust ports of said cylinder, a crank shaft, a piston reciprocab-le in said sleeve valve and operatively connected with said shaft, a cam in said housing geared to said shaft, a slide operatively connecting said cam and said valve, means formed on said cam for moving the valve in opposite directions, and means for preventing the rotation of said sleeve valve during the reciprocation thereof.

3. An internal combustion motor comprising in combination a housing including a cylinder with intake and exhaustports, a single non-rotatable sleeve valve reciprocable in said cylinder and provided with intake and exhaust passages for registration respectively with the intake and exhaust ports of said cylinder, a crank shaft, a piston reciprocable in said sleeve valve and operatively connected with said shaft, a cam in said housing geared to said shaft, a slide operatively connecting said cam and said valve, said cam having a continuous groove formed on a side thereof for receiving a portion of said slide so as to reciprocate the valve in opposite directions corresponding to the different cycles of operation, and means for preventing the rotation of said valve.

cam in said housing geared 4;. An internal combustion engine comprising in combination a crank case, a crank shaft journaled therein, a cylinder radially disposed relative thereto, a single non-rotatable sleeve valve reciprocable in said cylinder, a piston reciprocable in said valve and operatively connected with said shaft, a rotatable cam mounted on said housing, means for operatively connecting said cam to said shaft, slide means for operatively connecting said cam with said valve whereby the valve will be positively moved in opposite directions thruout the several cycles of operation, said cylinder and said valve having intake and exhaust ports arranged for intermittent opening and closing corresponding to the operation of said cam, and means cooperating with said slide means for preventing the rotation of said valve, for the purpose described.

5. An internal combustion engine comprising in combination a crank case, a crank shaft journaled therein, a cylinder radially disposed relative thereto, a single nonrotatable sleeve valve reciprocable in said cylinder, a piston reciprocable in said valve and operatively connected with said shaft, a rotatable cam mounted on said housing, slide means for operatively connecting said cam with said valve whereby the valve will be positively moved in opposite directions thruout the several cycles of operation, said cylinder and said valve having intake and exhaust ports arranged tfor intermittent opening and closing corresponding to the operation of said cam, and means stationarily held on said crank case and slidablv engaging said sleeve for preventing the rotation of thevalve.

STANLEY M. PACKARD. JESSE R. PACKARD. WAYNE L. SHUCK.

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