US2341981A - Shaft coupling mechanism for internal combustion engines - Google Patents

Description

Feb. 15, 1944.

H. DAVIDS 2,341,981

SHAFT COUPLING MECHANISM FOR INTERNAL COMBUSTION ENGINES Filed June 27, 1940 2 Sheets-Sheet 1 INVENTOR. HANS DAV IDS ATTORNEY.

Feb. 15, 1944. H. DAVIDS 2,341,981

SHAFT COUPLING MECHANISM FOR INTERNAL COMBUSTION ENGINES Filed June 27, 1940 ,2 sheetssheet 2 INVENTOR. HANS DAM 05' ATTORNEY.

to provide for variations in the Patented :Feb'. 15; i944 UNITED s'ra'rss PATENT OFFICE I 2,341,981 's nm- COUPLING MECHANISM. FOR.

INTERNAL COMBUSTION ENGINES Hans Ilavids, Beloit, Wis., assig'nor to Fairbanks, Morse 13', Co Chicago, Ill., a corporation 01 Application June27, 1940,,SerialNo. 342,626

zcmiins. (01. 64-13) I t V j respectively, from lines 3,3, 4-1, and 5--5 in This invention relates to improvements inrshaft coupling mechanism forfinternal combustion en- 'gines of opposed piston type,v characterized by c'rankshaits at'the opposite ends ofthe cylinders, and has particular reference to an improved mechanism of bevel gear type,-providing the power-drive coupling of the engine .crankshafts.

An important object of the invention resides in the provision in an engine of the characterv indicated, of an improved bevel gear coupling mechanism of great strength, serving :to interconnect the engine crankshafts in a torsionally rigid mannenwhereby toeii'ectthe desired power transmission between the crankshaits, the improved coupling further beingiully adjustable phase relation-' ship of the crankshaits; r Y Another object of the invention consists in the minimization of housing structure for the coupling assembly, particularly the minimization or elimination entirely oi'the more heavy and bulky housing elements heretofore sometimes utilized,

.apartfrom theengine Iramestructure itself.

The attainment of this object in the elimination of bulky housingsior thegears and shatting,

renders available a greater space *for the shaft and gear elements, enabling the use, with less overall space requirements, ofconsiderably heavier shaiting and gean'elements, as well as making for considerable economy in theweight of structure utllizedin carrying outthe present,

improvements.

' Numerous other objects and advantages attending the present invention, will appear readily V from the following description of a preferred embodimentlofthe invention-as-dlsclosed by'the accompanying drawings, wherein the improved couplingfis illustrated as applied to a vertical opposed piston engine,walthough it is tube-understood that the coupling is readilyapplicableto horizon'talengines. i o

I In the drawings, Fig. l is a fragmentary longitudinal 'section as taken vertically throughan in- ,40 1 which bear in assembly, astructurally interfit ternal combustion engine of the character herein indicated. illustrating inlassemblm-a preferred form oi; bevel gear coupling between the upper and lowerl crankshafts, .-and.- "showing the, pre f 1 ferred mannerjof: supportingrthe coupling in the engine Irame; Fig. 2 is anenla'rged-vertical section through the coupling assembly and the coupling izone oi the engine frame, as taken -longi- V =t'udinally oi the frame, ,the view; clearly illustratin'gsthe detailsbtstructure and assemblyof the couplings: Figs. 3. 4 and Sam horizontal sectlpns through the coupling mechanism, viewed Referring to the drawings -by-suitablecharacters of reference, there isshown by Fig. 1 the 1 crankshaft coupling section or and Ill or apreferred form of internal combustion engine of the vertical opposed piston type havingcrankshafts at the DDDosite ends-of the cylinders; The view of Fig. l is a vertical fragmentary section longitudinally of the engine, illustrating principal elements of the engine frame and cylinder piston assembly, together with the upper and lower power shafts or crankshafts II and 1!. respectively, and the assembled bevel gear crankshaft coupling mechanism l4" forming the subject oi theinvention. Although for the purposeof the present exemplary disclosure, only one cylinder and opposed piston assemblyis shown, it is to be understood that the present improved coupling 7 is applicablegenerally, to opposed piston engines of either single ormultieylinder type." Also, the coupling is readily applicable to engines of the vertical or horizontal type. I v

ganization supported thereby, the'irame includes principal vertical members longitudinally spaced intermediate the ends of theirame, twothereof l5 and; I6 being shown in the present example, I u and end plates or members one oiwhich is shown at H, fVertically spaced, horizontal decks-forming members orplates II, M, 2! and 2| extend longitudinally and laterallyin thecylinder-con taining portionoi' the frame, and certain of these deck plates, as 18, I! and II, are'projected to the verticalend'plate I I. The several deck plates tingjrelation with the vertical members l5 and ii, are apertured centrally in the zones thereof between the vertical frame members and I6, as at, such that the apertures are in vertical axial registry,"ior the reception therethrough ofa suitable cylinder line;- 23.. Opposed pistons 24 and 25'. operate in the cylinder liner as shown, the "upper piston 24 being operatively connected to the cran'k 2B of the upper crankshaft H through connecting rod 21, and the lower piston 25 being similarly connected through a connecting rod 23, a to the crank 29 of the lower crankshaft Ill. The upper crankshaft is,journalled in suitable bear ings Ill, 3| and carried respectivelm by the Describing generally the engine frame struc- I hire and the crankshaft and cylinder-piston ,or-

' to the foregoingbrief Fig. 2. the

' tegrally with the crankshaft nal bearing 3|.

upper ends of the i6, and the end plate |'I, while the lower crankshaft is-similarly :lournalled in bearings 33. 34 and 55 carried respectively, by'the lower ends of the members l and I5, and the end plate IT. The cylinder block or frame assembly according preferably is of the form and construction fully set out in detail, in a copending application by James W. Owens and Hans Davids, for Engine frame construction, flied August 28, 1939, and bearing Serial No. 292,231, said application now being Letters Patent No. 2,246,857, issued June 24, 1941. 7 i I operatively associated with the upper crankshaft II on the portion thereof spanning the vertical frame members l5 and I1, is a bevel sear 45. In the present example and as appears in gear 45 is of ring type, secured by bolting as at 4|, to a flange 42 preferably formed innear the shaft jour- As a means for minimizing or substantially preventing longitudinal or axial displacement of the crankshaft relative to the frame structure, the bearing 3| is annularly and outwardly flanged at its ends, as at 43 and 44, and is axially extended as shown. such that the flanged end 45 substantially abuts the flanged portion 45 of the crank 26, while the opposite flanged end 44 of the bearing substantially abuts the gear-connecting flange 42 of the crankshaft. Further; the bearing. is channeled intermediate its.ends,'as at, to closely receive the bearingsupporting structure or backing 41 which is m:- edl'y carried'by the upper end of the vertical frame member l5. Thus, in this-manner as will now appear, the crankshaft is substantially con- 'flned against endwise or axial displacement movement, except to the slight degree permitted by aminimum working clearance'relative to the bearing. 7

A bevel gear 48 is operatively secured to the lowercrankshaft l2 in a manner similar to the gear 4|! on the upper shaft, andaccording to the arrangement of the present example, the gear 48 is located on the shaft such as to be disposed in the verticalplane of the upper gear'f'lfl. Also, the lower crankshaft is limited or confined against endwise or axial. displacement through the bearing 34, in like manner as hereinabove described for the upper crankshaft.

Turning now to the structural features and mounting arrangement'of the improved coupling mechanism 4, a provided for positive and synchronous power transmissionconnection of the upper andlower .crankshafts, the upper deck plates l8 and J9 are each apertured as at 50 and. 5| respectively,centrallyvin the portions thereof extending between the vertical frame members l6 and I1. These apertures which are preferably circular in form and in vertical axial registry, are provided to receive therethrough', a journal housing-52 for a vertical shaft element 53 (Fig. 7

2). Arranged concentrically of the deck plate aperture 50, is a ring or collar 54 which may be secured, as by welding, to the deck plate on the upper surface thereof. The housing 52 is provided near its up er end 55, with an externally projecting flange 56 which in the assembly of the housing to the frame, bears upon the rin 54, and at its lower end 51, with an external annular boss 58 which seats snu ly in the aperture 5| in deck plate l9 (Fig. 2). The housing is rigidly secured to the frame preferably through a plurality of studs 59 each threadedly seated in the ring 54 and vertical frame members i5 and description, may be and larly received in the lower end of deck plate I! (Figs. 3 and 6), and projecting upwardly through stud openings 55 in the housing flange 56. Suitable nuts 5| threaded'onto the projecting ends of the studs, serve when drawn up, to effectively clamp the housing to the deck plate IS.

The shaft element 55 which extends vertically and centrally through the housing 52 (Fig. 2), is rotatively iournalled therein by a suitable roller bearing assembly I5 carried in the upper end portion 55 of the housing, and a suitable thrustbearing H of roller lower end section 51. According to the presently preferred construction, 12 of the upper bearing the upper end 55 of the housing and an annular internal housing flange I3, outer race I4 of the lower bearing II is simithe housing and held in'place by confinement between an annular bears upon internalhousing flange 15 and aflanged ringercollar I6 preferably removably secured to the lower end of the housing. The inner race 11 ofthe upper bearing engages the shaft 53 inwardly of its upper flanged or headed end 1-5, and seated upon the shaft end between the inner race 11 and the shaft head or flange I5, is a beveled pinion which enmeshes with the beveled gear on the upper crankshaft The pinion as shown, is secured to the shaft 55 by a suitable key connection". The inner race 52 of the lower bearing II engages the shaftupwardly or inwardly of its lower tapered end, while the relative ver-' tical spacing of the inner races of both bearings is maintained by a tubular spacer member 54 sleeved upon the shaft andhaving its ends one gaging or abutting the inner races in the manner clearly shownby Fig. 2. Further, the shaft be-.

low the lower bearing and inwardly adjacent the lower tapered shaft end is threaded to receive a washer and lock-nut assembly which when drawn up. securely clamps the inner bearing races 52, 11. spacer sleeve 54 and pinion ll f tween the locknut and the shaft head flange l5.

From this arrangement it will be observed now that the shaft 53 through the bearing assemblies. is operatively supported by and suspended with respect to. thehousing 52, in a definite vertical position'relative to the housing. In otherwords, the shaft rotatively journalled as described. is"

thereby substantially precluded against vertical or axial displacementrelative to the housing, and hence relative to the frame plates l5 and II through the rigid securementof the housing 52 to the deck plate |8,'as before described. from the particular manner of' journalling the shaft 53, any lateraldisplacement of theshaft relative to the housing 52, is thereby effectively precluded.

The lower deck plate 2| is centrally apertured at -9II; in the portion thereof extending between the vertical frame members 15 and IT, to receive therethrough a journal housing 5| for a second ment and location ofthelower housing and shaft is such. that the axis of the lower shaft: 52 normally will be in vertical registry with the axis of the upper shaft 53, as indicated by Fig. 2. in'order 'tofacilitate coupling of the shafts by means later to be described. The housing 5| 2 which may be somewhat "similar to the upper housing 52, is provided with an external circumferential flange 93 through whichrthe housing is rigidly secured to thedeck' plate 2|, "by studs 94 and clamping nuts 55 (Figs. 5 and type, located in the housin I the outer race element I4 is snugly entered into While the v 2,a41,ce1 I a Interposed between thehousing flange and deck I plate is a ring or collar 95 which may besecured end portion 91 of the lower housing 9| is not retained against lateral stress displacement by. direct engagement with an element of the frame, asin the case of the upper housing 52 having its lower end seated in the aperture 5|, in deckplate I9,- provision is made for preventing such displacement, by atubular member 98 sleeved over the housing and secured at its upper end, as by welding, to the under side of thefdeck plate 2I. The lower end of the sleeve 98 is engaged by an annular boss 99 on the lower end 91 of the housing, as appears in Fig. 2. Thus the member 98 serves in conjunction'with the flange and collar connection 9396, to maintain the lower housing9l in proper assembly position relative to the frame deck 2I. It is to benoted that the housing assembly BI is readily removable without disturbing the lower crankshaft I2, as by upwarddisplacement through the deck plate 2I, and thence laterally of the ngine frame and outwardly through a frame opening provided therefor (not shown). 7 Y

Journalling of. the shaft '92 in the housing 9| is effected ina manner similar to that provided for the operative support of the. upper shaft 53 in its housing 52. Accordingly, a suitable thrustbearing I of roller type, is mounted in. the upper end section IOI of the housing, while a roller bearing I02 is arranged within the'lower end I 03 of the housing. Keyedas at I04, to the lower headed end I05 of the shaft, is a bevelled Y pinion I06 which enmeshes'with the .bevelled in 2 and 4, the lower end of the sleeve is flanged to provide diametrally opposed, laterally projecting wings or ears I25, and to these ears is secured as by the bolts I25, a ring member or annulus I21; The member I21 which is comprised of a suitable number of elements or laminae I28, as illustrated, is further connected to a tubular member I29 forming a part of the coupling assembly, through diametrally opposed inner raceI01 of the bearing I02, a bearing spacer member I08 sleeved on the shaft, and the inner race I09 of the bearing I00, are clamped between the terminal flange IIO on the lower shaft end I05 and a washer and lock-nut assembly III received on the upper end of the shaft, inwardly of the upper tapered end II2 thereof. Thus the.

shaft 92 is thereby rotatlvely supported by the housing 9| in'a manner similar to the support of theuppershaft 53, as to substantiallyprecludevertical and lateral displacement thereof relative to the housing, and hence" relative to the deck plate 2|, as will readily appear.

Thetapered ends83 and H2 of the shaft element of the shafts coupled thereby, the coupling serving also, in the torsionally rigid connecting of the shaft elements thereby, to-provide for axial misalignment of the shaft elements, As here shown, the coupling includesa sleeve or collar I2I,- the bore I22v of which is tapered to provide for the reception of the sleeve on the tapered end 83 of the upper shaft 53. The sleeve is effectively retained on the shaft by a jsuitable lock-nut assembly l23ion the terminal-end of the shaft, and is secured for rotation with the shaft as by the key connection I24. As appears flange-ears I 30 formed on'the upper end of the member l29,as shown by Fig. 1' and in broken lines by Fig. 4. Suitable bolts I3I provide the connection of the annulus I21 to these'ears I30.

As appears in Fig. 4, the member I29 is arranged such that its opposed ears I30 bear substantially a right-angle relation to the opposed ears I25 of the sleeve I2 I, so that the laminated member I21 is thereby alternately connected to the'ears I25 and I30 at pointsion the member which are angularly spaced by substantially ninety degrees or a right angle. As a result, the laminated annulus I21 connected to the sleeve I2I and member I29 in the manner described, provides a torsionally rigidconnectionof the latter elements, and yet permits of 'a minimum but appreciable relative axial displacement of these elements, which factor 'will be hereinafter more particularlyreferred to.

The lower-end of the member I29 is similarly flanged to provide diametrally opposed ears I35, the lower set of ears I35-however, being angularly displaced relative to the upper set I30 .on the member, by' substantially ninety degrees. Secured to these ears I35, as by the bolts I38, is a second laminated annulus I31 which may be in all respects,'like that of the first described annulus I21. 'The'annulus I3 1 further, is secured as by bolting, to diametrally opposed ears, one of which is shown at I38 in Fig. l, on the upper end of a tapered collar I39. The lower sets of cars I35 and I38 bear the same relative relation to the annulus I31' as described for the upper sets of ears I25 and I30-relative to the annulus I21.

The'bore I40 of the collar I39 is tapered as shown by Fig. 2, to provide for seating of the element upon an externally tapered member or sleeve I. The sleeve I ha its bore tapered to accommodate the upper .-taperedend I I2 of the shaft 92, upon which it is retained by 'a lock-nut and washer assembly I42, the sleeve furtherbeing secured to the shaft for rotation therewith, as by the key connection I43,

For reasons well understood in the'art, it is desirable in connection with engines of the type herelndescribed, .to make suitable provision of a characte enabling relative angular adjustments of the cra'nkshafts to be made, so that any predetermined desired phase relationship of the crankshafts may be attained. Such may be provided for quite readily and conveniently, in the structure of the crankshaft synchronizing coupling, this being accomplished in the improved coupling forming the subject of the present invention, in the assembly relation and operative connection of thecollar and. sleeve elements I39 and I4 I, as will be now described.-

Referring to Fig. 2 in particular, the collar m' I 4 tion, through the above described flanges m and .the collar and sleeve flanges.

I u, by releasable clamping means comprising a ring member I41 seating in the shouldered seat I of flange I 45 and bolted to the collar flange I by a plurality of bolts 8. From the'foregoing, it will be observed that the connection of crankshafts, which under extreme conditions,

might otherwise produce a partial disentanment, or increase theback 'iashlof the oouplint the collar and sleeve for rotation as a unit. is eifected through the clamping means described.

by drawing up thebolts I48. This results in wedaing the collar upon the tapered sleeve for securing positive frictional engagement therebetween, and further, in tightly clamping together clamping means in an obvious manner thereby disconnects the collar from the sleeve, sothat one may be rotated relative to the other, as for Release 'of the pinions and crankshaft gears, is thereby appreciabl minimized. In other words, the improved manner of mounting the coupling sections'in the engine frame, is such as will effectively compensate for frameexpansion and warpage, to a degree resulting in substantial maintenance of the coupling and crankshaft drive connection f 'throughoutengine operation.

relative angular adjustment of the coupling shaft and pinion assemblies 53-40 and 92 lfli to adjust or vary the phase relationship of the two crankshafts. Following the desired phase ad- I ciated," the flexible coupling device comprised of the laminated members I21 and I31 and related elements, while providing an effective, torsion-- ally rigid connection of the shaft elements 53 and 92, permits of limited relative displacements of the shaft elements in the axial direction, such as may result from relative displacement or warpage of the engine frame elements due to ther- I mal expansion, operating stresses or other cause, and from thermal expansion of the shaft elements. Also andas hereinabove indicated, the

Among other features of importance attending the presently improved crankshaft coupling sembly, is the simplification of the construction and mounting of the coupling such as to enable the use of coupling shaft elements of fully adequate strengtlu and relatively large-diameter pinions and gears characterized by gear-tooth constructions providing desirably greater back' lash tolerances, such that afully effective mesh ing or operative connection of the'gears and pin ions will obtain without any adverseefiect thereon by reason of normal or even limited abnormal thermal expansion of .the several parts of the coupling, the crankshaft assemblies and the engine -frame. Further, the coupling assembly is desirably compact, and hence may be readily incorporated in an engine organization which pro- .vides but a limited space for a crankshaft coupling mechanism. It will be observed also, that suitable shims (not shown) may be employed to facilitate proper positionment and mounting of the coupling shaft housings 52 and ll,'the'shim being located between the seating ring ll housing flange It in respect to the upper housing I2, and between the similar seating ring 00 and housing flanged! in respect to the lower housing 9|. Moreover, by the use of shims as above indicated, the enmeshing conditions of the bevelled pinions and gears may be addition ally controlled, as will be appreciated.

flexible coupling compensates for limited axial misalignment of the shaft elements. I

- A feature of importance according to'the present improvements, is found in the manner of supporting the coupling mechanism in the engine assembly. As herein fully described and illustrated, the coupling generally, is comprised of separate sections connected together through the laminated ring members I21 and I31, the upper section of which, as constituted-by the shaft 53, pinion 80, the shaft journal housing 52 and associated parts, is independently supported by the upper frame deck plates l8 and IS. The other section as constituted by the shaft 92, pinion Hi8, shaft journal housing 9i and associated parts, issimilarly independently supported by the lower frame deck 2 I Thus such thermal expansion and warpage as may occurduring engine operation, in the frame decks i8 and i9 and the vertical frame plates i6 and I! in the zones thereof adjacent the upper coupling section and crankshaft, will affect only the said coupling section and the bevel gear connection between it and the upper crankshaft. This obtains forthe reason that the laminated ring connection l2|--|3| between the coupling sections is of a type permitting limited axial displacement of the upper section relative to the lower coupling section, as hereinabove fully described. The same condition obtains for the lowercoupling section and its bevel gear connection to the lower crankshaft. In this way then, the efiect of thermal expansion and warpage of the engine frame on the coupling and its operative connection to the It will be-understood, of course, that the foregoing description relatesto the preferred'embodiment of the coupling mechanism as illustrated, and that alterations or modifications thereof may be made without departing from the scope and intendment of theinvention, as hereinafter claimed. 1

I claim: 1'

1. In a mechanism for interconnecting spaced power shafts of an internal combustion engine, a pair of shaftelements in substantial axial alignment and having their opposed ends spaced apart, a coupling hub carried by one of said shaft elements and-provided with'radially projecting arms, a laminated annulus arranged in a plane normal to the axis of said shaft elements, means securing said annulus to said arms, a couplingmember between. the opposed ends of the shaft elements, said member havingarms projecting therefrom atone end, means connecting said last arms to said.an-'

nulus at points thereonspaced from said meam securing the annulus .to the arms of said'coupling hub, a second laminated annulus arranged parallel to the first said annulus, arms projects ing from the opposite end of said coupling member and connected to said second annulus, and 'angulariy adiustable'means securing said second annulus to the other ofsaid shaft elements, said adjustable means including tapered, telescopically engaging elements, one thereof having a projecting annular flange at one end, and a clamping ring carried by the other tapered element for clamping engagement with said flange.

of the character described- 2. In a mechanism of the character described for interconnecting spaced power shafts of an internal combustion engine, a pair of shaft elements in substantial axial alignment and having their opposed ends spaced apart, a coupling member carried by one of said shaft element, a flexible, laminated annulus arranged in a plane normal to the axis of said shaft elements and secured at spaced points thereof, to said coupling member, and means for connecting said annulus from points thereon spaced from said first mentioned points of securement to said coupling member, to the other of said shaft elements, said means including an externally tapered collar member secured on said last mentioned shaft element and provided with an annular projectin flange having a shouldered peripheral seat therein, an internally tapered sleeve member seating on said tapered collar member and formed to provide an annular flange near one end thereof, a ring member adapted for seating in the shouldered peripheral flange seat of said collar member, and clamping elements spaced outwardly from the periphery of the flange on said collar member, connecting said ring member to the flange on said sleeve member, said clamping elements serving through said ring member, to effect relative displacement of said tapered collar and sleeve member into positive wedged engagement.

HANS DAVIDS.

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