US2263647A - Internal combustion engine - Google Patents

Description

-- Nov. 25, 1941; E. RYDER 2,263,547

INTERNAL COMBUSTION ENGINE Filed Nov. 3, 1939 2 Sheets-Shae? 1 I 2 INVENTOR.

g ATTORNEYS.

NOV. 25, 1941. V RYDER 2,263,647

INTERNAL COMBUSTION ENGINE Filed Nov. 3, 1939 2 Sheets-Sheet 2 (gw Z INVENTOR- 7 f 6 CA r r ATTORNEYS.

Patented Nov. 25, 1941 UNITED stares rare r c tric-e 2,263,647 'IN'EERNAL COMBUSTION ENGINE Elmer Ryder, Berwyn, 111; Application November 3, 1939, Serial N 0. 302,624 (01. 74-44) 2 Claims.

The present invention relates to an internal combustion engine, preferably of the single cylinder type, and more particularly to a novel means for Connecting the reciprocating piston thereof to the crank and driven shafts in such manner as to eliminate vibrations incident to the operation of prior engines.

It is well recognized that a single cylinder engine is capable of universal applications and has many less parts than a multiple cylinder engine but these advantages are nullified to a large extent by the great tortional and reciprocating vibrations set up by the piston and parts connecting it to the driven shaft. These vibrations have a tendency not only to loosen parts and tear the engine apart, but also to tear the engine from its moorings and shake the connected parts, thereby requiring frequent and expensive servicing.

It is an object of the present invention to substantially eliminate these vibrations and incident disadvantages as to enable fuller utilization of the advantage and efiiciency of a single cylinder engine.

It is a further object of the invention to substantially offset the end thrust of said piston to minimize the reciprocatory vibration thereof by the use of two connecting rods attached to two aligned crank shafts provided with weights adapted to balance the end thrust or force of the piston at the extreme limit of travel and during the remainder of their course of travel will balance each other and eliminate the vibration each alone sets up.

It is a further object to eliminate the usual side thrust exerted by the connecting rod through the piston against the cylinder wall.

Further objects are to provide a construction of maximum simplicity, efiiciency, economy and ease of assembly and operation, and such further objects, advantages and capabilities as will later more fully appear and are inherently possessed thereby.

The invention further resides in the construction, combination and arrangement of parts illustrated in the accompanying drawings, and while I have shown therein a preferred embodiment, it is to be understood that the same is susceptible of modification and change, and comprehends other details, arrangements of parts, features and constructions without departing from the spirit of the invention.

In the drawings:

Fig. 1 is a vertical sectional view through a single cylinder engine embodying my invention and taken on the irregular line [-4 of Fig. 2.

Fig. 2 is a similar view taken on the irregular line 2-2 of Fig. 1.

C Fig. 3 is a view in horizontal cross section taken'onthe line 33 of Fig. 1 showing the novel crank shaft arrangement.

Fig. l isa View in side elevation of one connecting rod and attached weight with the cylinder wall shown in vertical cross section.

Fig. 5 is avertical sectional view of the piston showing an alternate form of wrist pin assembly for the connecting rods.

Referring to the embodiment of the invention disclosed in the drawings, a water cooled single cylinder internal combustion engine is shown at I having crank case 2 and piston 3, reciprocably mounted in cylinder chamber 4. The piston is provided with wrist pin 5 on which is mounted one end of connecting rods 6 and 1 loosely mounted at their other ends by means of split sleeves 8 and 9 on stub shafts l0 and II projecting from eccentric weights I2 and I3 fixedly mounted on aligned crank shafts I4 and I5 journaled in end bearings l6 and I! in the walls of the crank case 2 and geared to drive shaft l8 for driving or supplying power to any desired driven unit (not shown) through suitable gearing such as gear I9 on crank shaft M which is in mesh with gear 20 keyed or pinned on drive shaft [8, and gear 2! on crank shaft l5 in mesh with idler gear 22 freely journaled in bearing 23 in the wall of crank case 2, the idler gear being in mesh with gear 24 keyed or pinned on drive shaft l8. Gears 20 and 24 are of the. same diameter, as are gears l9 and 2|, so that the two crank shafts will drive the shaft l8 at the same speed, the crank shafts being driven in opposite directions by the arrangement of the connecting rods and weights, the idler gear will cause its crank shaft to drive the shaft I8 in the same direction as it is driven by the other crank shaft.

As best shown in Fig. 4, the eccentric weights I 2 and I3 are secured to their respective crank shafts, with the bulk of the mass of the weights however being opposite the part on which the stub shaft is mounted so as to form a counterbalance for the associated mechanism. These weights are so arranged on their respective shafts that midway of the stroke of the piston they extend or project in opposite directions from their crank shafts (see Figs. 2 and 3). When the piston has reached its highest and lowest points the weights are aligned with their heavier portions down and up, respectively. Except in these latter positions the weights will balance each other to equalize the outward thrust of each other and also to eliminate side thrust exerted by the connecting rods and piston against the wall of the chamber 4 and when at their highest and lowest points the weights will tend to balance the force of the piston at its lowest and highest points, respectively, and substantially eliminate the vertical thrust of the piston at these points thus reducing the vibrations incident to such operations. I have found that very good results are obtained when using weights about two and one-half times as heavy as the piston and connecting rods combined and when the engine is driving the driven member at the rate of 3000 R. P. M. I do not confine myself to such weight and speed, however, but mention them by way of example only.

In Fig. 5 is shown an alternate form of attaching the connecting rods 6 and I. to the wrist pin 5 comprising a sleeve 25 loosely mounted on the pin which is fixed in the piston 3. This sleeve may be of metal, plastic, leather or the like and has a concentric central flange 26 on each side of which is disposed an eccentric portion 21 and 28, respectively. The upper end of a connecting rod is loosely mounted on each portion 21 and 28. Should any slight variation of adjustment or meshing relationship occur in the mounting or attachment of the associated parts, this variation will be compensated for by this loose pivotal mounting of the rods upon the sleeve 25 whereby they may turn the upper ends on this sleeve and keep the parts in perfect adjustment.

While the invention is shown as used with a one cylinder engine, it is apparent that it is usable in any engine, pump, air compressor or other device in which reciprocating motion is changed to rotary motion or vice versa.

Having disclosed the invention, I claim:

1. In a single cylinder internal combustion engine, a reciprocating piston, two connecting rods attached thereto and adapted to balance the side thrust of the piston, aligned crank shafts attached to the other end of each connecting rod and driven in opposite directions thereby, a weight associated with each rod each of said ei hts being co d at one end to its respective connecting rod and with the aligned driven shafts passing through said weights intermediate their ends and adapted to offset the thrust of the piston and of each other and a shaft driven by said crank shafts.

2, In an internal combustion engine having a reciprocating piston, two connecting rods attached to aligned crank shafts driven in opposite directions and weights connected to said shafts said Weights being eccentric and so arranged on their respective shafts that midway of the stroke of the piston they extend in opposite directions from their crank shaft and when the piston has reached its highest and lowest points the weights are aligned and with their heavier portions down and up respectively to offset the vibrations set up by said piston and by each other.

ELMER RYDER.

Images