US1919755A - Internal combustion engine - Google Patents

Description

T. L. SHERMAN INTERNAL COMBUSTION ENGINE July 25, 1933.

` Filed Dec.

4, 1950 2 Sheets-Sheet 1 INVENTOR fia/7745 ferfmm 4 ATTORNEYS July 25, 1933. T. L. SHERMAN INTERNAL coMBUsTloN ENGINE Filed Dec. 4, 1930 2 Sheets-Sheet 2 om n mw m Ef/rYO WLM .IN A

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aerea/ee natuur ori-r THOMAS L.. `SH'.IEKRIELElI, OIF ANTON, MASSACHUSETTS, ASSIGNOR TO MICHELE- GRANKLESS ENGINES CORPORATION, OF NEW YORK, N. Y., .A CORPORATION F NEW YORK rn'rnnNAL comnusrron ENGINE Application med December Il, 1930. Serial No. 499,903.

rllhis invention relates to internal comv bustion engines and particularly to engines l which Fig. l is a longitudinal sectional eleva-.

of the type known as swash plate or crankless engines.

One of the objects of the invention 1s to provide an engine having the operativeparts thereof arranged compactly and .in such positions that they will be readily accessible.

^ Another object of the invention is to provide an engine in which the cylinders are so constructed and arranged as to have their open ends sealed from communication with the swash plate chamber.

Another object of the invention is to provide practical and eiiicient valve operating mechanism for an` engine of the character described.

Another object of the invention is to provide a simple, practical and efficient means for introducing a compressed charge into the 'engine cylinders, this means being so arranged that the passages to the cylinders will be relatively short and direct.

Further objects of the invention will appear from the following specification taken in connection with the drawings, 'which form a part of this application, and in tion of an engine constructed in accordance W1th the invention;

' Fig. 2 is an end elevation, partly in section and partly broken away, showing the valve mechanism and intake mixture passages of the engine; and

Fig. 3 is a detail sectional elevation showifng al modified form of drive for'the mixing rlhe invention briefly described consists of an engine of theswash plate type and preferablyhaving a plurality of cylinders arranged with their axes parallel to Ieach -other and parallel to a centrally disposed shaft on which the swash plate is mounted. ln the form of the invention illustrated, cylinders arearranged on both sides of the swash plate and are oppositely acting.

rlhe open ends of the cylinders at each end of the engine communicate with an annular chamber which is sealed from direct communication with the casing in which the swash plate is mounted. Furthermore, the ends of the cylinders which communicate with `the annular chamber extend into 'said chamber a limited extent but are provided circulation of air in-the chamber. lThe valve mechanism is compactly and conveniently arranged and is easily accessible for adjustment or repair.

Means is provided for mixing and compressing the charge for the cylinders at each end of the engine. This means consists of a fan mounted centrally in the engine on an axis coinciding with the axis of the swash plate shaft. By mounting the fan or mixing device in this position, the conduits connecting the dischar e end o f the compressor or fan are reduce to a minimum length and the paths of communication are direct and unobstructed.

Further details of the invention will appear from the following description.

lin the particular embodiment of the invention illustrated in the drawings, there is shown an engine designed for aeroplane use and comprising a central portion d0 which forms the housing for the swash plate and end portions l1 and 12 which extend longiT tudinally of the engine from the central portion 10.

Fach end portion comprises a plurality of cylinders 15 which are arranged with their axes parallel to each other and parallel to and equidistant from the axis X, Y of the engine.C ln the engine illustrated, there are six cylinders arranged at each end of the engine, the cylinders being arranged in opposing paths or, in other words, those at one end being disposed opposite to and alined with the cylinders at the other end of `the engine.

Each cylinder has a piston 20 therein to which is connected a piston rod 21, which in turn is connected at its other end tov a bridge 22 having slipper pads 23 and 24 disposed in engagement with a swash plate 25. The bridge 22, as shown in Fig. l, is disposed between and connected tothe pistons 2l of oppositely disposed cylinders.

rllhe swash plate 25 is carried by a housing or casing 30. Reduction gearing is'mounted within the hdusing and comprises a gear 3l. which isA directly connected to and is carried by the housing and meshes with an internal gear 32 carried by a sleeve 33.. A gear 34 is also carried by the sleeve 33 and meshes with an internal gear 35 which is connected to and drives a hollow propeller shaft 36. Ball bearings 37 are mounted between the propeller shaft 36 and the housing plate 38 at one end of the housing 30. Slipper pad bearing members 40 are disposed bet-ween the engine casing and 'the housing 30.

The central portion of the engine is provided with slipper pad bearings 41 and 42 for the piston rods 21 and a stuffing box 43 prevents communication between the portion 10 of the engine casing and an annular chamber 45 which communicates with the open ends 46 of the cylinders 15.

The chamber 45 is thus sealed from direct communication with the engine casing 10 and the air is adapted to circulate freely in the chamber as the pistons move into and out of the cylinders. From the showing in Fig. 1`it will be seen that the open ends 46 of the cylinders extend into the chamber to a slight extent, but to permit free circulation of the air in the chamber, notches or recesses 47 are formed in the open ends of the cylinders.

A fixed 'shaft 50 extends into the swash forms a support for the reduction gearing, one end of the fixed shaft extending within the inner end of the propeller shaft 36, and the other end being supported in any suitable manner at the outer end of the engine casing 12, as shown at 51.

plate housing and Valve mechanism in a manner to force the valves to closed position on their seats..

The exhaust valves are actuated by T- shaped valve levers which are mounted on pivot shafts 66 and are adapted for actuation by push rods 67 which in turn are engaged by rollers 68 carried by arms 69 mounted on pivots'70. The rollers 68 are engaged by cams 75 carried by a sleeve 76 rotatably mounted -on the propeller shaft 36. Each cam 75 controls the actuation of the exhaust valves of three of the cylinders. All of the push rods 67 for actuating the r exhaust valve tappet levers 65 are mounted 1n a single plane but the rollers 68 engage the push rod heads eccentrically, one set of rollers engaging the heads at one side of the push rod plane and the other set on the'other side of the plane. This is clearly shown in Fig. 1 above and below the shaft. 'Ihls eccentric engagement causes the push rods to rotate as well as'reciprocate, thus insuring uniform lubrication of the push U5 rods. Furthermore, by mounting all the push rods in one plane, the levers 65 will all be the same size.

rIhe hollow cam shaft or sleeve 76 is driven from a hollow shaft 77 in a manner hereinafter. described. The shaft 77 is directly connected to the swash plate housing 30 or to the end plate 38 of said housin Shaft 77 has mounted thereon a gear 78 which meshes with a gear 79 carried by a stub shaft 8() on which is also mounted a gear 81 which meshes with a stationary ring gear 82 fixed to the engine casing. 'Ihe shaft 8O is carried by a cage, formed in part by a flange 83, which in turn is carried by the sleeve 76. The lever 65 is retained in engagement with the push rod 67 by means o a spring 85 which seats at one end, as shown at 86, against the engine casing, and at the other end, as shown at 87, against the lever 65.

The intake valves are actuated by arms 90 and 91 which are carried by a sleeve 92, which in turn is mounted on the pivot shaft 66. The sleeve 92 has also connected thereto an arm 93 which engages a push rod 94 having its opposite end in engagement with a roller 95 carried by an arm 96. The roller 95 engages one or the other of a pair of cams 100 carried by the sleeve 76 and driven in the manner hereinbefore described. The rollers 95 engage the heads of the push rods 94 eccentrically in the same manner as the rollers 68 and push rods 67, with the same advantageous results. Also, the valves of three cyllnders are operated from each cam 100.

From the preceding description it will be clear that as the engine operates, the hollow cam shaft 76 will be rotated, thus causing the push rods to be actuated and in turn causing the-valve levers 65 and the arms 90 and 91 to open the intake and exhaust valves in the desired sequence. Furthermore, by the mechanism described, both intake valves will be operated simultaneously and this is also true of the exhaust valves.

In the particular embodiment of the invention shown in the drawings, there are also illustrated a pair of mixing fans, 011efor the cylinders at each end of the engine. It will be noted that the operating mechanism for the various parts is the same at each end of the engine and, therefore, the description given above and that which follows applies equally well to both ends.

The 'mixing fan comprises a casing 110 which surrounds the shaft 77 butL is fixed against rotation. In each of the asings 110 there is .disposed a fan comprising a plurality of radially extending fan blades 111 which are carried by a hub 112keyed to the shaft 77, as shown at 113.

The fan casingv has a plurality of discharge ports 115 which communicate with couplings or conduits 116 having communi- 13:)

amarte 'be seen that the port 115 of the fan casing communicates with intake ports of adjacent cylinders. It should also be noted that the conduits are reduced to a minimum length and form very short and direct connections between the fan casing and the intake ports in the cylinders. Each fan casing 110 has an intake conduit 120 which may communicate with a carbureter or other mixing device for receiving the charge.

Instead of the drive for the fan shown in Fig. 1, the fan may be driven in the manner shown in Fig. 3. In this form of construction the sleeve 112 is extended along the shaft 77 and has mounted thereon. a gear 125 which meshes with a gear 126 carried by a stub shaft 127 The shaft 127 is mounted in. ixed brackets 128 and 129 carried by the engine casing. A gear' 130 is mounted on shaft 127 and meshes with a gear 131 carried by shaft 77. rIhe sleeve 112, therefore, is driven from shaft 77 through the gearing 131, 130', 126, 125 instead of directly by the shaft 77.

From the foregoing specification it will be evident that the engine described is very compact and that the operative parts are so located as to be readily accessible for adjustment or repair. Furthermore, the mixing fans are so located as to afford the shortest possible paths of communication to the cylinders and are so located centrally with reference to the cylinder axis whereby the paths to all of the cylinders will be equal in length. The valve operating mechanisms are so constructed and arranged as to eiiiciently perform their function and to operate the valves in the desired sequence.

By providing an annular chamber communicating with the open ends of the cylinders, oil .and grease which is utilized in and substantially fills the central engine portion 10 is prevented from gaining access to the ends of the cylinders.

Although one specific embodiment of the invention has been particularly shown and described,'it will be understood that the invention is capable of modification and that changes in the construction and in the arrangement of the various cooperating parts may be made without departing from the spirit or scope of the invention, as expressed in the following claims.

What I claim is:

1. An internal combustion engine comprising a plurality of cylinders having their axes parallel and equidistant from a shaft disposed centrally thereof, the cylinders being open at one end and closed by cylinder heads at the other ends, and an annular chamber communicating with the open ends of said cylinders and substantially sealed from the engine casing.

2. An internal combustion engine comprising a plurality of cylinders having their .axes parallel and equidistant from a shaft disposed centrally thereof, the cylinders'being open at one end and closed by cylinder heads at the other ends, and an annular chamber communicating with the open ends of said cylinders and substantially sealed from the engine casing, the open ends of the cylinders extending into said chamber and being recessed to facilitate circulation of air in the chamber. ,A

3. An internal combustion engine comprising a plurality of cylinders having their axes parallel and equidistant from a shaft disposed centrally thereof, the cylinders be ing open at one end and closed by cylinder heads at the other ends, and a substantially closed annular chamber communicating with the open ends of said cylinders.

4. In an internal combustion engine, a plurality of cylinders having their axes parallel and equidistant from a common axis, a shaft disposed centrally of said cylinders and having its axis coinciding with said common axis, a fan, a fan casing having a plurality of discharge ports, said fan and casing being disposed between the slants and shaft intake ports in said cylinders, and con duits connecting each ofthe fan casing ports with a pair of said intake ports.

5. In an internal combustion engine, a plurality of cylinders having their axes parallel and equidistant from a common axis, a shaft disposed centrally of said cylinders and having its axis coinciding with said common axis, a fan mounted on said shaft, a fan casing having a plurality of discharge ports, said fan and casing being disposed betweenthe slants and sha t said cylinders, and conduits connecting each of the fan casing ports with a pair of said intake ports.

6. In an internal combustion engine, -a plurality of cylinders having their axes parallel and equidistant from a common axis, a shaft disposed centrally of said cylinders and having its axis coinciding with said common axis, pistons in said cyllnders operatively connected to drive'said shaft, a fan, gearing operatively connecting lsaid shaft to said fan, a fan casing having a pluralit of discharge ports, said fain and casing eing disposed between the cylinders and shaft intake ports in said-cylinders, and conduits connecting each of ythe fan casing ports with a pair of said intake ports.

THOMAS L. SHERMAN.

intake ports in

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