US2447314A

US2447314A - Internal-combustion engine

Info

Publication number: US2447314A
Application number: US458619A
Authority: US
Inventors: James J Carroll
Original assignee: Individual
Current assignee: Individual
Priority date: 1942-09-17
Filing date: 1942-09-17
Publication date: 1948-08-17
Anticipated expiration: 1965-08-17

Description

J. J. CARROLL INTERNAL-COMBUSTION ENGINE L U W t m w. m w H A I '6 m J L S A v M I J an I--- w I 3 2 M 1 m. R t M? 3: 2 \N\ w. mm T v m m m m m m i F Aug. 17, 1948. J. J. CARROLL 7 2,447,314

INTERNAL-COMBUSTION ENGINE Filed Sept. 17, 1942 4 Sheets-Sheet 2 INVENTOR. JAMES J. CARROLL DEW HIS- A TTORNEY Aug. 17, 1948. J. J. CARROLL INTERNAL-COMBUSTION ENGINE 4 Sheets-Sheet 5 Filed Sept. 17. 1942 V INVENTOR. JAMES J. CARROL L BY HIS ATTQPNA'Y 7, 1948. J. J. CARROLL 2,447,314

mmamn-comsus'r-zon ENGINE 4 Sheets-Sheet 4 Filed Sept.- 17, 1942 41.9 ATTOPNEY rw Q W Patented Aug.17,'1948' UNITED STAT-Es PATENT: OFF ICE' 2.447.314 mansn-cormus'rron mains James J. Carroll. m Pointe rug, Mich. Application semmm n. 1942, Serial No. 45am -more particularly to internal combustion engines.

v Claims. HHS) Fig. 4 is an enlarged fragmentary sectional view taken on line 4-4 in Fig. 1 showing a piston It is an object of myinvention to provide an internal combustion engine of an improved, compact, simplified construction.

It is also an object of my invention to provide an internal combustion engine having improved efficiency of operation and fuel economy with less weight for a required power capacity.

It is a further object of my invention to provide an improved internal combustion engine wherein the peak pressures delivered on the piston at the time of the explosion are promptly made effective to deliver a power impulse to the main shaft of the engine with the maximum mechanical advantage of application which remains constant throughout the power stroke instead of the mechanical advantage varying throughout the power stroke, as in conventional engines, in such a way that it is a minimum at the time when the prespush rod with the associated overrunning clutch" and driving gear and also showing the associate piston and cylinder:

Fig. 5 is an enlarged detail view showing the attachment of one end of 'a piston push rod into a piston; i

Fig. 6 is a cross-sectional view through the engine on line 8-4 in Fig. 1;

Fig; 6A is a cross-sectional view on line lA-BA of Fig. 6; and A Fig. 7 is an enlarged fragmentary sectional view on line 1-1 in Fig 6 showing a compressed helical recoil spring and plunger, of which four are provided in the crosshead.

Referring more specifically to Fig. 1 of the drawings, I have illustratively disclosed an embodiment of my improved internal combustion engine which comprises a simple straight main sures are a maximum and by the time the mechanical advantage has increased to a maximum the pressure has expanded to a minimum. Another object of my invention is to provide an internal combustion engine which will have improved efilciency in a compact simplified construction providing for enonomy of material in construction, and providing for economy of space in installation and economy of fuel required to be stored or carried for operation.

A further object of my invention is to provide such an internal combustion engine having the rotative elements arranged so that these may be very conveniently journalled upon friction reducing ball or roller bearings having the respective races thereof formed in one piece for minimum friction and maximum durability.

Further objects andadvantages are within the scope of my invention, such as relate to the arrangement, operation and function of the related elements of the structure, to various details of construction and to combinations of parts, .elements per se, and to economies of manufacture and numerous other features as will be apparent from a consideration of the specification in conjunction with the drawings disclosing specific embodiments of my invention, similar reference characters being applied to corresponding elements throughout, and in which:

Fig. 1 is a plan view of one embodiment of my improved internal combustion engine:

Fig. 2 is a side elevational view thereof;

Fig. 3 is a. diagrammatic view showing a development of the slotted or camsur faces of the timing drum;

shaft ll rotatively journalled in bearings ll mounted on brackets l5 rising from a rigid base plate ll. Although the bearings may be simple bearings these are preferably conventional friction reducing ball or roller bearings having solid one piece races which, in accordance with my invention, may very conveniently be installed upon the simple main shaft in a manner which is not possible with the usual crank type of main shaft. Mounted .rigidly upon the main shaft between the bearings is a timing drum l9 which is secured to the shaft, in any suitable manner,

as by means of a key 2| for example. The peripheral surface of the timing drum has an endless slot 23 cut therein and extending inclined from end to end and providing camming surfaces for deriving power from the rotating main shaft H to return the reciprocating parts in properly timed relation, as will be described in detail subsequently. Fig. 1 also shows, mounted upon the mainshaft at points Just outside of the main bearings it, two driving gears 25 which may have axially elongated hubs providing for secure and rigid attachment of the gears to the shaft by keys '28 or i-n-any suitable manner. The ends of the main shaft H extend outwardly and pass freely through apertures 21 in two cylinder plates, or end riser plates 28, which are secured rigidly and firmly upon the base plate, as by angle irons 3| secured to both as by bolting, riveting or welding. The two cylinder plates 2-9 are secured in v a spaced parallel relation.

As viewed in Fig. l, the end of the main shaft H extending tothe right hand side, carries and operates a clutch actuating cam drum 33 which auzau actuates clutches in proper timed relation for applying-power impulses to the main shaft, in a manner to be more fully described. The clutch operating cam drum 99 is secured to the main shaft H in such a manner that the angular position thereon may be conveniently adjusted to suit operating conditions, and for this purpose set screws 35 or other suitable securing means may be utilized. As shown, this same end of themain shaft II also has secured thereon a balance wheel 31 which, as usual, is designed with sufficient weight in the rim for providing a suitable moment of inertia to carry the rotation of the main shaft between power impulses and to provide a suitably uniform velocity for the purposes for which the power is to be applied from the engine. The timing drum having appreciable mass, also serves to provide such momentum and therefore in some installations the flywheel may be omitted, if desired. A belt pulley 99 is shown in connection with the balance wheel, but it is to be understood that any suitable power take-off may be provided in connection with the main shaft to suit the specific installation where the engine is to be used.

If electrical ignition is to be utilized instead of compression ignition, the other end of the main shaft which extends to the left hand side, in Fig. 1, is provided with an ignition head and distributor 4 I, which may be the double ignition type as commonly u ed on the engines of a well known automobile. The ignition head and distributor 4| are supported in any convenient manner, as by means of a tubular support 42 attached to the adjacent cylinder plate 29 and of a larger diameter than the shaft I I which passes concentrically therethrough. Insulated high tension cables 53 extend from the ignition distributor head to a spark plug 45 in each respective cylinder 41 for firing the explosive charges in properly timed relation, as will be understood, and the ,spark advancing and retarding means usually provided on such an ignition head may also be advantageously utilized for obtaining the most eflective operation of the engine.

The cylinders 41 are firmly attached to the outer sides of the rigidly supported cylinder plates 29 by means of marginal flanges 49 on the open ends which are secured to the outer sides of the cylinder walls 29 as by screws 5| passing into the plates. Although I have shown a conventional type of cylinder having a jacket for liquid cooling,

it is to be understood that the useful principles of my invention may also be advantageously utilized in an engine provided with air cooled cylinders. The cylinders 41 are preferably mounted on the cylinder plates 29 with the axes of the cylinders spaced from and disposed substantially parallel to the axis of the main shaft.

As shown dotted in Fig. 1, each cylinder 41 encloses a piston 53, which may be any conventional piston equipped with sealing piston rings 55 and arranged for operative sliding movement in the usual manner. Secured to each piston is a piston push rod 51 extending axially from the open end of each cylinder through a large aperture 59, shown dotted, in the riser plate.

The attachment of one end of each piston pushrod 51 to its piston 53 may be accomplished by various arrangements. One such arrangement provided which has proven satisfactory, as shown in Fig. 5, comprises a T connection 59 the stem of which is suitably drilled at the end for receiving one end of the push-rod. The piston pushrod is securedin the stem of the T connection by means of a pin orbolt 9| passed transversely piston push-rod extends from the piston and is secured, as by a pin or bolt 13, shown in Fig. 6, into a bushing 15 secured into a reciprocatable cross-head 11 which is slidably supported and firmly guided in its movements in stationary cross-head guides 19.

In this manner the pistons 53 are all joined together in spaced apart relation by a rigid reciprocatable interconnecting structure. The lengths of the piston push-rods 51 and the attachment thereof into the cross-head 11 is selected to space the pistons 53 so that as one piston, or set of pistons, is pushed into associated cylinder adjacent the cylinder head the other piston, or set of pistons, is moved to its maximum expansion position and vice versa. As viewed in Fig. 1, the pistons 59 toward the right hand side of the engine constitute one set of pistons, and these are spaced in a predetermined relation from the pistons on the left hand side of the engine, which constitute the other set of pistons. As represented by the dotted arrows, the pistons all move simultaneously in the same direction.

The cross-head 11, as may be seen in Fig. 6, comprises a heavy rigid piece 8| of metal, which may be either a casting or a thick rolled plate, of a cylindrical or arcuate curved shape having a radius slightly greater than the radius of the timing drum over which it reciprocates. The two side edges of the arcuate piece 9| are provided with outwardly projecting flanges, as by welding fabrication or by turning and forming the edges outwardly. Secured firmly to each out-turned flange of the cross-head, as by screws 99, is a runner or shoe 95 of a substantially rectangular cross-section fitting and sliding snugly against corresponding guiding surfaces provided in the stationary cross-head guides 19. The piston rod bushings 15 are secured into the cross-head in bosses 91 provided depending from the lower sides of the runners or shoes 85. A cover plate 89, secured on top of each cross-head guide by screws 9|, serves to hold the cross-head runner or shoe 85 firmly in its position as it reciprooates in the stationary guides. A flange 90 depending from the inner edge of the cover plate 99 engages the upper portion of the inner surface of the cross-head runner v85. Each stationary crosshead guide bracket 19 is secured firmly upon the base plate, as by lateral flanges 99 through which screws 95 are passed. As shown in Fig. 6A, each stationary guide is provided at the ends with inturned flanges 91, and these are provided with open portions 99 surrounding each piston push rod 51, as shown in Fig. 6.

' To aid in reversing the movements of the reciprocating structure of pistons, rods and crosshead, and to cushion this operation, a spring pressed recoil plunger It is provided slidably in an aperture I03 in the cross-head shoe 85. This is shown in Figs. 6 and '7, and in more detail in the latter, showing the heavy helical spring I05 compressed into the aperture and continuously urging the plug outwardly. The outward movement of the plug is limited by a pin Ill disposed in suitable apertures III in the cross-head shoe '0' and a transverse aperture III through the plug. As shown, the transverse aperture III in the plug is substantially larger in diameter than the inserted pin Ill, or it may be an elongated slot, permitting a certain amount of slack motion of the plug in the cross-head.

The recoil plunger IIII is selected of such a length and is so disposed that the outer end strikes against the inturned flange II at the end oi the stationary guide bracket I! Just before the cross-head reaches the end of its stroke. Both ends oi. both cross-head shoes I! are similarly arranged ior providing recoil reaction, making a total of tour compressed helical recoil springs and plungers which may be utilized in the cross-head.

To derive power from each piston on the power stroke, and to adapt or convert the reciprocatory motion to rotary motion, each piston push rod 51 is provided with a screw groove or thread 3 cut helically in the outer surface from end to end. As shown in Fig. 4, each threaded piston push rod 51 passes in operatively engaging relation through a power adapter II5 which has a corresponding internal thread. The driving adapter I II is disposed concentrically in the center of a driving gear I" which has axially extending hubs H3 journalled rotatively in a pair of spaced bearing brackets III. The bearing brackets I2I may be an integral casting provided with a bottom lug or flange I23 through which screws I25 are passed into the base plate II. The bearing brackets III are each provided with iriction reducing ball or roller bearings I21 having integral or one piece races so that the driving gear II'I rotates freely with a minimum of motion. At one end the gear hub II! is provided with an extended clutch sleeve I29, or this may be a separate sleeve secured flrmly into the gear. At both ends retaining flanges I3I are provided axially holding the driving'or power adapter H5 within the gear. The retainer flange adjacent the cylinder is removable being secured by pins I33. The extended clutch sleeve IN is provided with collet apertures I35 for receiving and housing steel balls I31 which areslightly larger in diameter than the thickness of the sleeve. A

clutch ring I39, slidaibly disposed upon the extended sleeve. has in the inner end a converging or conical camming surface which rides over the balls I 31 for pushing these in radially through the sleeve II! to engage and grip the outer surface of the power or driving adapter H5, when the ring is pushed toward the gear. To more flrmly lock with the balls, when these are pressed in, the adjacent outer surface of the adapter II! is provided with depressions Ill oi. a similar radius to the balls, as is usual with clutches oi. this type. The clutch ring I 33 is provided with two lateral flanges I43 spaced axially apart and providing a groove receiving the end oi a control arm I. The control arm I is preferably slotted or forked to flt operatively into the groove between flanges I in an arrangement which is usual with such control devices where relative rotation is to be permitted between the controlling and the controlled sliding and rotating member;

A driving connection is thus established between the driving adapter H5 and the driving gear II'I, whereby a reciprocating movement of the piston push rod 51 causes the driving gear to rotate. The driving gear H7 is continuously in mesh with one oi the driven gears 25, secured on the main shait'i I, and with which it rotates freely at all times when power is not being applied therethrough. When a piston push rod 51 moves out of its cylinder on a power stroke, the associated driving gear II'I then applies power through the driven gear to the main shaft II.

To close the clutch and provide a driving connection at the proper time phase in the engine operation, thecontrol arm I is secured on a clutch control rod I45 by means of a set screw I41, as shown in Figs. 1 and 2, permitting adiustments to be made as desired. The clutch control rod I45 is slidably mounted in suitable apertures in vertically mounted bearing plates I49, the latter preferably being made of some seli lubricating material which may be metal 0 a nonmetal. In a multi-cylinder engine wit cylinders 41 arranged in opposed pairs, as shown, the

f clutch control rod I 45 is extended sufllciently to also actuate the clutch associated with the 0P posed cylinder of each pair, as may be seen in Fig. 1. In this arrangement the two clutches are actuated simultaneously, one clutch opening when the other clutch closes, and vice versa. When the engine'isprovided with a plurality of pairs oi opposed cylinders,;as shown in Fig. 1, a clutch control rod is provided for each pair of cylinders. The clutch rods I45 are moved axially in the supports I43 in proper timed relation to the rotation of the main shaft I I by means of a clutch bar I50 extending across the end of the engine and having a pin I 5I inserted into the curved slot I53 in the clutch cam drum 33 so thatthe curved side walls of the slot enga e the pin and operate with a camming action. The timing may be adiusted by releasing the set screws 35 'by which the clutch'operating drum 33 issecured to the main shaft II, and the clutches are preferably set to close just at the time when the explosion of the charge in the cylinder occurs.

In this manner the peak pressures applied on the piston at the, time of the explosion are promptly made effective and a power impulse is applied through the threaded piston rod and the driving and driven gears with the maximum mechanical advantage which remains constant throughout the power stroke. This is a substantial advantage over conventional arrangements where the mechanical advantage of application of the pressures is at a minimum, or sometimes at zero, when the pressures are at a peak and then gradually increases to a maximum at'the time when the gas pressures have reduced to a minimum due to expansion.

For returning power. from the rotating main shaft II to return the pistons into the cylinders in properly timed relation to continue the proper operation of the engine, the cross-head I1 is provided with a timer pin I55 projecting down into the coming slot 23 in the timing drum I9. An enlarged groove engaging head I51 is'preferabiy provided on the lower end of the timing pin I55 which extends up through a central aperture through a housing I59 which is secured to the upper side of the center of the arcuate member ll of the cross-head,as by welding. For journalling the timer pin I 55 with a minimum of friction, ball bearings I6I are preferably provided in the housing, as shown dotted in Fig. 6, the upper end of the pin "being threaded to receive a nut I63 securing the pin therein. The inclined portions of the slot 23 in the timer drum have a pitch selected'suitably according tothe ratio of the teeth in the driving and driven gears 25 and I I! so that the pistons are returned into the cylconventional with 2-cycle engines.

. 7 inder by the same amount of angular rotation of the main shaft II as occurred while the piston was moving out of the cylinder on the power stroke.

The arrangement as shown in Fig. 4, is for a simple conventional two cycle operation, the exhaust port I", scavenging port I61, and the inlet port I" being opened and closed by the piston. The inlet port I is connected through a conduit III to any suitable supply of air and fuel mixture, such as a conventional carburetor I'll, and air entering through adjustable ports I14, or under pressure, if. desired. The scavenging port I" is connected through a hose I15 to any suitable source of air under pressure (not shown). or a.closed crank case may be utilized in the manner The advantages of the improved mechanical arrangements embodied in my engine may also be realized in various other cycling arrangements besides 2- cycle, as will be readily understood. The gear ratio represented in Fig. 1 is one for the driving gears to two for the driven gears, but it is ap rent that various other gear ratios may be utilized, if the pitch of the threads on the piston rods and drum are correspondingly changed.

As shown in Figs. 1 and 2, additional recoil means is also provided for engaging the sides of the timer pin housing I on top of the crosshead, which is preferably flattened slightly on the opposite sides. Such additional recoil means may comprise a set of semi-elliptical springs I'I'I clamped together by a bolt I19 passing through the middle of the spring leaves and through a bar ill for clamping the spring leaves in firmly compressed relation with the ends of the leaves against the bar and the mid portions of the springs bowed toward the timer pin housing. By turning the nuts I" on the threaded end of the bolt IBI the degree of compression of the springs I11 may be adjusted and locked. The semi-elliptical recoil springs are mounted in a proper position by securing the bar III to a plate III by means of screws, and the plate is in turn adjustably secured upon a cross-piece I by screws Isl passing through slots I93. The outer ends of the cross-piece I89 are secured on top of the stationary cross-head guide brackets I! by screws I" so that the recoil springs I" are secured in any desired position for engaging the opposite sides of the timer pin housing I at proper times, and with the desired degree of compression to cushion and to aid in reversing the motion of the cross-head and the entire reciprocating structure at the end of each stroke.

The advantages of my improved internal comconnected pistons are thereby pushed into theassociated cylinders, compressing an explosive bustion engine may be realized in a small engine with only one or a few cylinders, or with all the cylinders grouped around one end of the main shaft. as would be present in Fig. 1 if the cylinders at the left hand side were omitted, for example. The threaded piston push rod, clutch and driving gear arrangement being still effective in such an arrangement to transmit power promptly to the main shaft from the peak pressures applied to the piston at the time of the explosion and mize wear and vibration it is preferable to provide a plurality of cylinders arranged in opposed pairs. pairs of cylinders grouped around a main drive shaft, the maximum amount of power can be provided in a very compact unit of a simplified construction requiring a small amount of material and light weight while providing improved fuel economy.

Operation is as follows: Referring especially to Fig. 1, the pistons (shown dotted) are represented in mid-position with the piston push rods and the cross-head in corresponding positions, and the arrows on the gears, timing drum and fly wheelrepresent' the respective directions of rotation. The two pistons on left-hand side moving out to the right, are being driven out of the associated cylinders on the power stroke, as represented by the dotted arrows, responsive to pressure applied on the pistons by a previous explosion; The associated piston push rods are also being driven out of the left hand cylinders on the power stroke, and the helical threads thereon are rotating the associated driving gears in the indicated directions. The associated clutches having been previously closed, are applying a power impulse through the adjacent driven gear on the main shaft, which is thereby driven in the indicated direction of rotation.

'At the same time the two driving piston push rods from the left hand cylinders are pushing the cross-head which slides smoothly toward the right hand side on the cross-head guides. The cross-head serves as part of an interconnecting structure pushing the right hand piston push rods to the right hand side of the engine, and the charge of air'and fuel therein. The energy for such operation may be regarded as being transmitted directly through the push rods from the left hand pistons until such time as the pressures on the left pistons, decreasing due to expansion and subsequent opening of the exhaustport, are less than the pressures increasing on the right hand pistons, due to compression.

Thereafter energy for moving these reciprocatingparts to the extreme right hand position, is derived from the'rotating main shaft through the cam surfaces of the timing drum engaging the cross-head pin and also from the kinetic energy of moving parts. The timing drum serves to maintain a proper timed relation between the movements of the'reciprocating and the rotating parts. As the right hand pistons reach the peak of compression, the ignition head, driven directly from the rotating main shaft, supplies a properly timed spark at the same instant to both of the spark plugs of the right-hand cylinders. Depending upon the rate of flame propagation of the fuel used, and other factors involved, the timing of the spark is carefully adjusted for optimum operation in a manner usual with such ignition heads on automotive engines.

As the reciprocating pistons, rods, and crosshead approach the end of the stroke, the kinetic energy of these reciprocating parts is partially expended upon compressing the combustible mixtures charged into the right hand cylinders. Also the shape of the portion of the caming groove then engaged by the pin, as more specifically shown in development in Fig. 3, is such as to stop the right-hand movement of the cross-head and connected rods and' to reverse this movement. To further aid in cushioning and reversing the By providing a number of such opposed movement of these reciprocating parts, the compressed recoil springs are engaged on the advancing side just before the end ofthe stroke. The strength and tension of the recoil springs is selected and adjusted suitably for supplying any additional force necessary for cushioning and reversing the movement of the reciprocating parts at the end of the stroke in orderto provide smooth operation with a minimum of wear and vibration.

At the time when the spark is applied, or slightly thereafter, the clutch control cam on the main shaft pulls to the right hand side the clutch bar and rods which in turn open the clutches in the two left hand driving gears and simultaneously close the two clutches in the two right hand driving gears so that these are now connected to be rotated with the associated driving adapters which are driven and rotated by the piston push rods moving to the left on the power stroke and passing therethrough driven by the explosion pressures on the two right hand pistons, The high pressure peak of the pressures applied on the pistons at the time of the explosion in the combustion chamber is thereby promptly eflectlve in applying a power impulse on the main shaft with the maximum mechanical advantage of application. This mechanical advantage of application of power from the piston to the main shaft remains constant throughout the power stroke.

As the right hand pistons move driving their push rods to the left on the power stroke, the cross-head moves to the left and in turn pushes the left hand push rods and pistons to the left admitting and compressing charges in the two left hand cylinders. In properly timed relation these charges are fired in the two left hand cylinders, as previously described with reference to the two right hand cylinders, and the reciprocating structure moves to the right, the two right hand clutches are opened and the two left hand clutches are closed, and power impulses are again applied to rotate the main shaft. This sequence of operations is repeated and continues so long as the engine is operated.

It is apparent that within the scope of the invention, modifications and different arrangements may be made other than herein disclosed, and the present disclosure is illustrative merely, the invention comprehending variations thereof. My improved mechanism for converting reciprocatory motion to rotary motion may also be advantageously utilized in steam, vacuum or compressed air engines.

I claim: I

1. In combination in an internal combustion engine, a main shaft, means rotatively journalling said main shaft, a plurality of cylinders, means mounting said cylinders with the axes thereof spaced from and substantially parallel to the axis of said main shaft, a piston in each cylinder a piston push rod secured to each piston, each piston push rod extending from the associated cylinder in a spaced substantially parallel relation to the main shaft, conventional means associated with the cylinders for controlling inlet and exhaust in accordance with the movements of the pistons for performing the usual cycles of an internal combustion engine, power transmission means independently operative between each piston push rod and the main shaft for applying power impulses to rotate the shaft with a predetermined direction of rotation as each piston push rod moves out of its respective cylinder on power strokes. additional power transmission means for transmitting power from the main shaft to the piston push rods for returning the pistons into their respective cylinders successively in a predetermined timed relation, and resilient recoil means arranged for cushioning and aiding in the reversal of the movements of the reciprocating pistons and push rods at the ends of stroke movements.

2. In an internal combustion engine, the combinationaccording to claim 1 and further characterized by said first mentioned power transmission means comprising, each piston push rod having external threads thereon, a driving adapter threaded on each push rod, a driving gear disposed concentrically relative to each driving adapter, stationary bearing means rotatively journaliing each driving gear, a clutch Ior engaging or disengaging each driving adapter to or from operative driving relation with its gear, driven gear means secured on said main shaft and operatively meshing with said driving gears, the threads oi the piston push rods oeing'arranged respectively right handed or left handedv so that as each piston moves out on its power stroke the driving gear on its respective push rod rotates suitably for driving tiie main siiait in a predetermined direction of rotation, and clutch actuating means operated from the main shaft for closing each clutch to connect its driving adapter with its driving gear at times while its associated piston and push rod are moving out on the power stroke.

3. A recoil opposed internal combustion engine comprising, a main shaft, means rotatively journalling said shalt, a pair of cylinders, means mounting said pair of cylinders in a spaced apart opposed relation with the heads apart, a piston slidably disposed in each cylinder, 2. cross-head, an interconnecting push piston rod extending from each piston and secured to saidcross-head for joining said pistons in a rigid spaced relation such that when one piston is pushed into its cylinder adjacent the head the other piston is moved to its maximum expansion position and vice versa, power transmission means operative between each said interconnecting push rod and said main shaft for applying power impulses to rotate the shaft with a predetermined direction of rotation as the interconnecting road reciprocates, inlet means, exhaust means, said inlet and exhaust being associated with said cylinders and actuated in accordance with the movements of the pistons for operation as an internal combustion engine, cross-head guiding means for guiding the movements of the cross-head as it reciprocates'with the pistons, timing means for controlling the movements of said cross-head to predetermined linear positions corresponding to simultaneous angular positions of rotation of said main shaft, and resilient recoil means for cushioning and reversing the movements of the interconnected cross-head, push rods and pistons at either end of the stroke.

4. In a recoil opposed internal combustion engine the combination in accordance with claim 3 wherein the power transmission means comprises external threads on each push rod, a driving adapter on each push rod, 9. driving gear disposed concentrically relative to each driving adapter, stationary bearing means rotatively journalling each driving gear, a clutch for engaging or'disengaging each driving adapter to or from operative driving relation with its gear, driven gear means secured on said main shaft and 11 operatively meshing with said driving gears, the threads of the piston push rods being arranged respectively right handed or left handed so that as each piston moves out on its power stroke the driving gear on its respective push rod rotates suitably efor driving the main shaft in a predetermined direction of rotation, and clutch actuating means operated from the main shaft for closing each clutch to connect its driving adapter with its driving gear at times while its associated piston and push rods are moving out of the cylinder on the power stroke and at suitable speeds for driving the shaft.

5. In combination in a recoil opposed internal combustion engine, a main shaft, means rotatively Journalling said shaft, a pair of cylinders, means mounting said pair of cylinders in a spaced apart opposed relation with the heads apart, a piston slidably disposed in each cylinder, interconnecting push rods extending from each piston and joining said pistons in a rigid spaced relation such that when one .piston is pushed into its cylinder adjacent the head the other piston is moved to its maximum expansion position and vice versa, power transmission means operative between said interconnecting push rods and said main shaft for applying power impulses to rotate the shaft with a predetermined direction of rotation as the interconnecting rods reciprocate, said power transmission means comprising external threads on each push rod, a driving adapter on each push rod, a driving gear disposed concentrically relative to each driving adapter, stationary bearing means rotatively journalling each driving gear, an over-running clutch for engaging or disengaging each driving adapter to or from operative driving relation with its gear, driven gear means secured on said main shaft and operatively meshing with said driving gears, the threads of the piston push rods being arranged respectively right handed and left handed so that as each piston moves out on its power stroke the driving gear on its respective push rod rotates suitably for driving the main shaft in a predetermined direction of rotation, clutch actuating means operated from the main shaft for closing each clutch to connect its driving adapter with its driving gear at times while its associated piston and pushrod are moving out of the cylinder 'on the power stroke at suitable speeds for driving the shaft, and resilient recoil means for cushioning and reversing the movements of the interconnected pushrods and pistons at either end of inder plates with the axes thereof spaced from and substantially parallel to the axes of the main shaft, a piston slidably disposed in each cylinder, movable interconnecting means extending through said cylinder plates secured to and joining saidpistons in a unitary-reciprocable structure, said pistons being Joined in a spaced relation such that when one piston of each pair is pushed into its cylinder adjacent the head there- 12 of the other piston of said pair is moved to its maximum expansion position, power transmission means operatively engageable between said interconnecting means and said main shaft for applying power impulses to rotate the shaft with a predetermined direction of rotation as the interconnecting means reciprocates, additional power transmission means for transmitting power back from the main shaft to the respective pistons for returning the pistons into their respective cylinders in a predetermined timed relation, and resilient recoil means arranged in cooperative relation to said interconnecting means as the latter reclprocates for cushioning and aiding in the reversal of the movement thereof at either end of the stroke.

7. In combination in an opposed internal combustion engine, a base plate, a pair of cylinder plates secured to said base plate and rising therefrom in a parallel spaced relation, a main shaft, bearing means on said base plate between the risers for journalling the main shaft parallel to the base plate and perpendicular to the risers, an even number of cylinders, means mounting said cylinders on the outer sides of said risers in an opposed paired relation with the heads outward, said cylinders being mounted upon the risers with the axes thereof spaced from and substantially parallel to the axes of the main shaft, a piston slidably disposed in each cylinder, an aperture opening through each riser adjacent the open end of each cylinder secured thereon, a piston push rod secured to each piston and extending axially from the open end of the cylinder, external threads on each push rod, a driving adapter on each push rod, a driving gear disposed concentrically relative to each driving adapter, stationary bearing means rotatively journalling each driving gear, a clutch for engaging or disengaging each driving adapter to or from operative driving relation with its gear, driven gear means secured on said main shaft and operatively meshing with said driving gears, the threads of the piston push rods being arranged respectively right handed or left handed so that as each piston moves out on its power stroke the driving gear on its respective push rod rotates suitably for driving the main shaft in a predetermined direction of rotation, clutch actuating means operated from the main shaft for closing each clutch to connect its driving adapter with its driving gear at times while its associated piston and push rods are moving out of the cylinder on the power stroke and at suitable speeds for driving the shaft, and additional power transmission means for applying power back from the main shaft to the respective pistons for returning the pistons into their respective cylinders in a predetermined timed relation.

8. In combination in an internal combustion engine, a main shaft, means rotatively Journalling said main shaft, aplurality of cylinders,-

means mounting .said cylinders with the axes thereof spaced from the axis of said main shaft. a piston in each cylinder, 8. piston push rodsecured to and extending from each piston, conventional means associated with the cylinders for controlling inlet and exhaust in accordance with the movements of the pistons for performing the usual cycles of an internal combustion engine, independent power transmission means operative between each piston push rod and the main shaft for applying power impulses to rotate the shaft with a predetermined direction of rotation as the piston push rods move out of their respective 13 cylinders on power strokes, the power transmission means comprising, each piston push rod having external threads thereon, a driving adapter on each push rod, a driving gear disposed concentrically relative to each drivin adapter, stationary bearing means rotatively journalling each driving gear, a clutch for connecting or disconnecting each driving adapter to or from operative driving relation with its ear, driven gear means secured on said main shaft and operatively meshing with said driving gears, the threads of the piston push rods being arranged respectively right handed or left handed so that as each piston moves out on its power stroke the driving gear on its respective push rod rotates suitably for driving the main shaft in a predetermined direction. of rotation, and clutch actuating means operated from the main shaft for actuating each clutch to connect its driving nut with its driving gear at times while its piston and push rod are moving out on the power stroke. 9

9. In combination in an internal combustion engine, a main shaft, means rotatively Journalling said main shaft, a plurality of cylinders. means mounting said cylinders with the axes thereof spaced from the axis of said main shaft, a piston in each cylinder, a piston push rod secured to and extending from each piston, conventional means associated with the cylinders for controlling inlet and exhaust in accordance with the movements of the pistons for performing the usual cycles of an internal combustion engine, independent power transmission means operative between each piston push rod and the main shaft for applying power impulses to retate the shaft with a predetermined direction of rotation as the piston push rods move out of their respective cylinders on power strokes, the power transmission means comprising external threads on each piston push rod, a power adapter threadably engaged on each push rod, means for restraining said adapter from axial movement so that it rotates when the push rod moves axially therethrough, a' driving gear disposed concentrically relative to each adapter, clutch means controllable radially for connecting or disconnecting between the adapter and the gear, clutch actuating means operated automatically from the main shaft for establishing a drivinfl 10. An internal combustion engine compris a main shaft, means rotatively supporting said main shaft, a cylinder, means mounting said cylinder with the axis of the cylinder spaced from the main shaft, a piston slidable in the cylinder, a piston push rod secured to said piston and extending axially from the cylinder, inlet and exhaust means associated with said cylinder for conventional operation in accordance with the movements of the piston for operating as an internal combustion engine, the piston push rod having external threads thereon, a

out on its power stroke the driving gear on its push rod rotates suitably for driving the main shaft in a predetermined direction of rotation, clutch actuating means operated from the main shaft for closing the clutch to connect its driving adapter with its driving gear at times while its piston and push rod are moving out on the power stroke, additional power transmission means for transmitting power back from the main shaft to the piston push rod for returning the piston into the cylinder, and resilient recoil means arranged for cushioning and aiding in the reversal of movement of the reciprocating piston and push rod at the end of a stroke while balancing vibrations and providing fly-wheel mo- I mentum.

' JAMES J. CARRDm REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 697,649 McLean Apr. 15, 1902 851,298 Lehberger ....a Apr. 23, 1,076,179 Whitehead Oct. 21, 1913 1,291,642 Elwell Jan. 14, 1919 1,347,055 Peterson July 20,1920 1,802,902 Brau Apr. 28, 1931 1,993,797 Peterson Mar. 12, 1935 2,209,281 Michell Jan. 8. 1942