US2530970A - Double-acting internal-combustion engine - Google Patents

Description

Nov. 2l, 1950 R. H. JONES, JR 2,530,970

DOUBLE-ACTING INTERNAL-COMBUSTION ENGINE Filed May 25, 1949 2 Sheets-Sheet l ATTOFNEV Nov. 2l, 1950 R, H. JONES, JR 2,530,970

DOUBLE-ACTING INTERNAL-COMBUSTION ENGINE Filed May 2s, 1949 2 sheets-sheet 2 I VEN TOR.

BY d 24 A TTOZAE/ Patented Nov. 21, 1950 UNITED STATES PATENT OFFICE DOUBLE-ACTING INTERNAL-COMBUSTION ENGINE Claims. 1

This invention relates to gas or Diesel engines of the reciprocating type, having one or more cylinders, and its principal object resides in the provision of a novel cylinder and piston arrangement in which each cylinder has a ring head on each end and the piston therein is adapted to be operated in both directions in the cylinder to actuate a crank through the medium of a rigid piston rod slidably journalled in one end of the cylinder, and providing means for operating fuel intake and exhaust valves by a crank Wheel connected to the crank.

Another object of the invention is that of providing an economically operated motor, capable of use in driving automobiles, boats, aircraft, or the like, or as a stationary power unit, and afford a light and compact assembly which may be connected directly to the driven element, such as an air compressor, or the like, and provide a motor having a minimum of operating parts to reduce friction.

Broadly, the invention contemplates the pro- Vision of an internal combustion engine which is adapted to be constructed so that a four cycle engine can be provided while employing only two cylinders and a single piston in each, both pistons operating on a single rigid piston or connecting rod to rotate a crank wheel and drive shaft.

While the foregoing objects are paramount, other and lesser objects will become manifest las the description proceeds, taken in connection with the appended drawings wherein:

Figure l is a longitudinal cross-Sectional view on lines I-I of Figure 2 through the cylinder of the preferred form of the invention showing the double acting piston, rigid connecting rod, crank and crank wheel.

Figure 2 illustrates the cylinder in elevation and shows the fuel lines, spark plugs, valve actuating push rods and rocker arms.

Figure 3 is a fragmentary view showing the details of the push-rod and rocker arm assembly for the lubricating valves.

Figure 4 is a longitudinal cross-sectional view of a modification of the invention, showing a combustion cylinder and piston therein, and illustrating a compressor cylinder and piston, the pistons being connected by a single rod.

Figure 5 is a transverse cross-sectional illustration through the cylinder and piston, on lines 5--5 of Figure 4, showing the lubricating injector device, and

Figure 6 is a face view of the crank wheel of the structure shown in Figure 4, the crank case being fragmentarily shown in section.

Accordingly, the preferred construction, shown in Figures 1 and 2, comprises a cylinder I9 which may be either air or Water cooled, as desired. The invention is illustrated as equipped with suitable ns II and I2 formed, respectively, circumferentially of the cylinder l0 or transversely of the axes of the cylinder heads I3 and I4.

It Will become yapparent that the inner cylinder head lI4 is partially enclosed in the crank case I5 Ywhich also houses the crank and crank Wheel Il,

both of which will be presently described more fully. The head I4 is formed internally with a boss I8 and a sleeve I9, the latter being shown formed With the inner Wall of the crank case I5.

lThus is provided Ia bore 20 through which a piston rod 2I is slidably arranged. The piston or connecting rod 2| is rigidly attached at one end to the piston 22 operating in the cylinder I while its opposite end has a crank pin 23 formed there- 4on and extending at right angles from the rod. A plurality of suitable packing rings 24 are arranged in grooves formed on the rod 2l to provide a seal within the bore 2.

A crank 25 is operatively attached to the pin 23 through a non-friction bearing 26. The crank 25 is shaped with the portion 2l containing the bearing 26 in alignment With the rod 2| and another portion 28 is in a plane parallel to the pin 23. Thus, the arm 29 of the crank 25 is offset with respect to the portion 2l although in a plane parallel thereto. A non-friction bearing 30 is provided for the pin 3l of the crank wheel ll which comprises a pair of spaced disks separated by the pin 3| and the bearing 30 in the end of the crank 25.

A stub shaft is provided on each side of the wheel Il rotatably supporting the same. The inner shaft 32 is journalled in a bearing 33 supported in a recess formed in the cylinder it within the crank case I5 while the outer shaft 34 has a bearing 35 in the outer wall of the crank case I5 and functions also as a drive or pulley shaft. The crank 25 is strengthened by an integral web 36 arranged along the side of the right-angular portion 28 and joining the bearing portion 21.

A set of intake and exhaust ports with their valves are arranged in each of the cylinder heads I3 and I4. The intake port 3l and outlet port 38, in the head I3, are closed by poppet valves 39 and 40, respectively, which are operated by pushrods 4I to actuate the rocker arms 42 and 43. A set of push-rods 4I actuate the intake and exhaust valves 43 and 44, respectively, which close the intake ports 45 and exhaust ports 46 in the opposite head I4, an arrangement of rocker arms 41 and 88 being operatively connected to the valve stems. Fuel lines A9 and 58 are connected to the cylinder heads I3 and I4 through the intake ports 3l' and 5, and spark plugs 5| are arranged in the heads as is apparent in Figure 2.

The piston 22 is lightened by forming the same with a single Wall 52 intermediate its ends. The rod 2| may be threaded into the member 52 which has a boss 53 formed therewith. A circumferential groove 512 is defined about the outer wall of the piston 22 through which the cylinder walls are lubricated from a duct 55 communicating with the crank case I5. Oil from the crank case I5 is injected into the cylinder Ill by a piston 55 in a chamber 5'! which has a port opening into the cylinder I8 normally closed by a check valve 58.

The piston 58 is actuated by a lug 59 on the crank wheel I'I which engages the stem 50 of the piston 55 on each revolution, or if more frequent operation is desired, a plurality of lugs 59 may be provided. The piston 56 is arranged on one side of the cylinder I8 intermediate its ends and the mechanism is timed to inject lubricants into the cylinder I8 at the moment the circumferential groove 54 of the piston 22 is aligned therewith.

The oil is discharged from the cylinder I on the opposite side thereof through a port 6 I, which has a valve 52 therein, and is conducted through a suitable conduit back to the crank case l5. The valve 52 is actuated in proper timing by a rocker arm 63 operatively attached to the outside of the cylinder I0 and moved by a cam 64 formed on one of the push-rods 4I.

The push rods 4| and 4I are operated by cams 65 on a cam shaft 58 driven through a gear train 61 from the shaft 32 of the crank Wheel I1. The cams 85 are substantially oval in shape and their operative faces are engaged by the feet 58 on the ends of the push-rods III and as shown in Figures 2 and 3. The rods 4I and 8| are arranged in guides 65 integral with the cylinder IU.

It is to be observed that the crank case I5 is shaped so that a relatively at or thin portion 'I0 is extended at right angles from one side and this portion houses the rods 2| and its pin 23 With the bearing 25.

An example of the several uses of the invention is illustrated in Figures 4, 5 and 6. Obviously, the motor can be constructed with a pair of cylinders arranged opposite each other, each having identically designed pistons connected by a rigid connecting rod having a driving connection with a crank Wheel so that each piston can be operated from either end of its respective cylinder, the ring order being so timed as to insure proper function.

In Figure 4 is illustrated, in longitudinal section, a motor embodying the features of the invention and having an air compressor attached directly to the piston of the engine. The invention is modified in this adaptation, as will presently become apparent. In this structure a cylinder 7| is provided which is designed very similarly to the cylinder Il) of the structure shown in Figures l, 2 and 3, and has a piston I2 operating therein which is also similar to the piston 22, having a circumferential lubricating groove 13. Both ends or heads i4 and 75 of the cylinder '1| are equipped with intake and exhaust ports 'I6 and 11 with their valves 'I8 and 19. The ports 16 and in one head are arranged transversely to those in the opposite head. The head 'I5 has 4rangement described, in the cylinder 1|.

an inner boss 80 and an outer sleeve 8| formed therewith to provide a bore 82 and guide for the rigid connecting rod 83 which is secured to the piston 12 in the same manner as the piston 22 is attached to the rod 2|. Packing rings 84 are arranged on the rod 83 in the bore 82 toseal the cylinder 1I.

The crank case 85 is attached to one end of the cylinder ll and encloses the head 'I5 and houses the connecting rod 83 and the crank Wheel 88 with its connection to the rod 83. Opposite the cylinder '|I, and on the opposite end of the crank case 85, is a compressor cylinder 8l' having a piston 88 therein connected to the rod 83 opposite the piston 12. The piston 88 is formed similar to the pistons 22 and 'I2 but functions only as a compressor piston. Both cylinders 'II and B'I have cooling ns 89 formed thereon.

The crank wheel 86 is driven by a roller assembly, comprising a pair of rollers 96 and 9| pivoted to a rotatable disk 92 operatively secured to the face 93 of the Wheel 8S. The roller assembly is eccentrically arranged on the wheel 85 and the rollers 98 and 9| thereof are spaced apart to engage both sides of a bar 94 rigidly secured to the rod 83 intermediate its ends and transversely thereof. Thus, as the rod 83 is reciprocated the wheel 86 is rotated, the rollers 98 and 9| moving to and fro on the bar 94, as illustrated in dotted lines in Figure 6. The disk 92 has a stub shaft 95 which is arranged in a bearing 96 in the Wheel 85, the latter having its stub shaft 9'! journalled in bearings 98 housed in a bearing box 99 formed with the crank case 85.

The intake and exhaust valves in the head I4 of the cylinder l! are operated, or opened and closed, by push rods |89 one end of which have feet IEII engaging cams |82 arranged on a cam shaft |93 journalled at each end in the crank case 85 and driven by a sprocket chain |812 by the wheel 85 through a sprocket arranged on the shaft 9'! and a sprocket 97 on the cam shaft |83. The outer ends of the push rods I 88 engage and operate rocker arms |85 which are operatively connected to the stems |133 of the valves. The valves in the opposite head l5 are opened by cams El?? on the shaft |83. Obviously, the cams I |12 and |82 should be timed to actuate the valves in proper synchrony with the firing of the cylinder 7|. The cylinder 'II is lubricated from the crank case 85 through suitable conduits connected to a port 558 in a side of the cylinder 'a'|, the lubricant being injected by a piston |89 housed in a chamber III), as shown in Figure 5, and controlled by a check valve IIE. A return port |52 for the lubricant is also provided and has a check valve |I3 therein.

The piston |89 is actuated, in proper synchrony, by a push rod I Ill which is moved by a cam II5 on one of the push rods I, a rocker arm (not shown) being the medium by which motion is transmitted from the rod H4 to the stem H5 of the injector piston |89, as illustrated in Figure 5. The communications from the chamber IIb and the discharge port H2 are separated by an integral rib Ill formedY on the piston 'l2 and transversely of the groove '53. h1 this manner the lubricant Will enter the groove 'i3 and flow around to the discharge port 2, thence back to the crank case.

The compressor cylinder 81 is lubricated from the crank case through a system of valves II8 in the side of the cylinder similarly to the ar- The injector piston is operated by a rocker arm and push rod H9 which has an operative connection with a cam |29 on the shaft 91 oi the crank wheel. The cam is arranged in the box 99 between the bearings 98. The compressor piston 88 may also function to compress air in both ends of the cylinder l and the intake and exhaust ports I2I and |22 in one end must be in transverse arrangement in the opposite end, and suitable check valves i23 and 129 are provided.

It is manifest that certain changes and modifications in the structure may be resorted to from time to time, by persons skilled in the art without departing from the spirit and intent of the invention or the scope of the appended claims.

What is claimed is:

1. In a reciprocating type of gasoline engine, in combination, a cylinder having intake and exhaust valves in each end, a piston in said cylinder adapted to be actuated from either end, a rod connected to said piston and slidably supported in a bearing forming part of one head of said cylinder, the said rod having a rightangular pin on its end opposite said piston, a crank connected to said pin and having a portion offset at right angles between its ends, the opposite end of said crank having an operative connection to a crank wheel, a crank case enclosing said crank and said wheel, valve means providing for lubricating said cylinder from said crank case, and means actuated by said Wheel operating said intake and exhaust valves and said lubricating valves.

2. In a gas engine of the reciprocating type, in combination with a cylinder and a piston operating therein, an arrangement of intake and exhaust valves in each end of said cylinder whereby said piston is driven in both directions in said cylinder, a piston rod connected to said piston capable oi operation longitudinally of said cylinder and journalled through one end of said cylinder, a crank pin formed on said piston rod and a crank connected to said pin, a crank wheel operatively associated with said piston and having a driven connection with the opposite end of said piston rod, a crank case enclosing said crank Wheel, means operated by said Wheel providing for lubricating said cylinder from said crank case, and means operated by said wheel actuating said intake and exhaust valves.

In a gas engine having a double acting piston and a crank wheel, in combination with a cylinder having an intake and exhaust valve in each end, a piston rod connected to said piston and slidably journalled through one end of said piston and having a driven connection with said crank Wheel, a crank case enclosing said crank wheel and piston rod, valve controlled means for lubricating said cylinder from said crank case, and cam means actuated by said crank wheel for operating said valve controlled lubricating means and said intake and exhaust valves.

4. In a gas engine having a cylinder and a piston operating therein capable of being driven in each direction, in combination, a rod connected to said piston and slidable through one end of said cylinder, a crank case enclosing said rod and a crank wheel having an operative connection with said rod in said crank case, fuel intake and exhaust valves arranged in each end of said cylinder and operating in synchrony with said piston, automatic means for lubricating said cylinder, and means actuated by said crank Wheel operating said intake and exhaust valves and said automatic lubricating means.

5. In a gas engine of the character described having a cylinder and a doubleeacting piston therein, in combination, intake and exhaust valves arranged in the ends of said cylinder, a piston rod connected to said piston and slidably operating through one end of said cylinder, a crank case enclosing said rod, a crank wheel having a driven connection with said rod and arranged in said crank case, means for injecte ing a lubricant into said cylinder from said crank case, and means actuated by said crank wheel for operating said lubricant injecting means and said inlet and exhaust valves.

ROBERT H. JONES, JR.

REFERENCES CITED The following references are of record in the ille of this patent:

UNITED STATES PATENTS Number Name Date 676,523 Wood June 13, 1901 '725,945 Doolittle Apr. 2l, 1903 1,003,127 Shaw Sept. 12, 1911 1,280,801 Miller Oct. 8, 1918 1,331,695 Carson Feb. 24, 1920 1,664,150 Augner Mar. 27, 1928

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