US2781748A

US2781748A - Opposed piston sleeve valve outboard motor

Info

Publication number: US2781748A
Application number: US377869A
Authority: US
Inventors: Stucke John
Original assignee: Individual
Current assignee: Individual
Priority date: 1953-09-01
Filing date: 1953-09-01
Publication date: 1957-02-19
Anticipated expiration: 1974-02-19

Description

Peb. 19, 1957 L STUCKE 2,781,748

OPPOSED PISTON SLEEVE VALVE OUTBOARD MOTOR John .S e INVENToR.

BY WWW me):

Feb. 19, 1957 J. sTucKE 2,781,748'

OPPOSED PISTON SLEEVE VALVE OUTBOARD MOTOR Filed Sept. l. 1953 3 sheets-sheet 2 John .Suclre mVENToR.

BY AMM M@- Feb. 19, 1957 J, TUCKE 2,781,748

OPOSED PISTON SLEEVE VALVE OUTBOARD MOTOR Filed Sept. l, 1953 3 Sheets-Sheet 3 Fig. 6

INVENTOR.

United States Patent lOlPOSED PISTN'SLEEVE VALVE OUTBOARD MGTOR John. Stucke, Philadelphia, Pa. Application September 1, 19.53, Serial No.'377,869

2 Claims. (CL, 123-'51) This invention relates to an opposedv piston sleeve valve outboard motor fonuse in connection withra smallboat and specifically provides a compact, 4dependable and novel construction of an opposed-pistonsleeve motor.

An object of this invention is to provide an opposed pistonsleeve valve outboard motor wherein the propeller driven thereby is reversibleandthesmotor andgpropeller lare adjustable about a mounting clamp-on averticaland a horizontal axis. K

Another object of vthis invention is to provide an outboard motor having a pair vof crankshaft@ va connecting shaft therebetween, a common. cylinder assembly between said crankshafts and opposed pistons Vthereon vfor imparting power impulses tothe crankshafts, vand means for driving a ypropeller on the .housing of the motor.

A further object of this invention is .to providea novel rotary sleeve valve arrangement .for the opposed piston motoria/herein the sleeve. valve. has a single opening that sequentially matches with openingsin thecylinder, thereby providing the intake, ignition ,and exhaust ofthe combustible mixture.

Yet .another object of this invention is -to provide a novel exhaust system wherein theexhaustgases are discharged. under the water line and below the tips ofthe propeller, wherein the action of the propeller assists in the scavenging :of the cylinder chamber and theparticular location assures a dischargey of .theexhaust gases beneath the water line when the. boat isinoperation.

A still further` object of .this invention ,.is. to provide an ,opposed` piston sleeve Valveloutboard. motor Ywhich has` an oil reservoir andan oil pump for supplying pressurized oil to the various rotational .parts of thernotor and further provided with meansy for rotatinghe crankshafts for starting the motor and armagneto yfor supplying ignition current to suitable spark plugs.

vStill another object of .this invention isto provide a motor for the purposes described which is compactin construction, efcient in operation, requires a minimum of maintenance, and inexpensive rto manufacture.

These together with otherobjects and advantages which will become subsequently apparent reside in the details of construction and loperation as vmore'fully hereinafter described land claimed, reference bei-ng'had to thel accompanying drawings forming a part hereof, -wherein like numerals refer to like parts throughout,fand -in-fwhich:

,Figure l. is a side, Yelevation lsectionL-viewtaken sub stantially alongvv the center lineof the-foutboard'motorof this invention showingthedetails of .constructionof-the cylinder assembly and drive mechanism;

-Fiigure 2 is a transverse, .top plan-.section .taken substantially along section line -2-2 of Figurev l 'showing details of the crank eccentricand housingtherefor;

Figure 3 is a Aperspective detail ofthe rotary sleeve valve 'member showing the single oblong yopening.therein andthe drive means therefor;

Figure 4 is a perspective detail View "showing the liner for'lthe cylinder'and showing-'two ofthe' three openrice a Figure 5 is a transverse, vertical lsection taken substantiallyl along .section line 5- 5.of Figure 4 showing the three openings .about the periphery of-` the cylinder liner;

Figure 6 is af perspective view of the remote control plate. for the reversing mechanism of the` propeller.,drive means;

lFigure 7 is a detail schematicviewshowing the, pistons in opposed relation at their innermost points atV the end of thecompression stroke wherein the spark plugisin communication with the interior of the combustion chamber and ready .to ignite kthe ycombustible mixture;

Figure 8 is a transverse, vertical section taken substantially along the section line -8-fj8of Figure 7, showing the particular arrangement `of the rotary sleeve valve and the spark plug as the .sparkplug is ready to lire;

Figure 9 is a view similar to Figure 7 with the pistons at the end of the power. stroke andthe opening in the sleeve valve about to communicate withl the exhaust opening in the cylinder;

Figure l() is .a transverse, verticaLsection taken along section line .i6-l0 .of Figure9 .showing the relative position of the rotary valve and the direction in which the valve rotates;

Figure l1 is aview similar .to Figure 7 showing the pistons as .they move inwardly .to exhaust the burned gases;

Figure l2 is .a transverse, vertical section taken substantially along section line 12-l2 of 4Figure ll showing the arrangement of therotary valve aperture in alignment with theexhaust ,opening in the cylinder,permitting the exhaust of Vthe burned gases;

Figure l3 is a View similar. to Figure 7 showing the pistons atthe end of the intake stroke; and,

Figure llt is a transverse, vertical section similar to .Figure l2 showing thelocation of the sleeve valve aperture after the completion of the intake stroke and progressing to a beginning of thefcycle.

Referringvnowwmore specifically to Figure l of the drawings, it willbe seenfthat the numeral 10 generally vdesignates the opposed piston sleeve valve outboard motor of this inventionl forA driving a suitable propeller 12 land having a clampv means 14 for attaching the lmotor llto the stern plate of a suitable vsmall .boat (not shown).

As clearly shown in the drawings, the moto-r lti includes a unitary cylinder yandhousing i6 having projecting cooling tins i3 about the periphery thereof, and suitablecrankcase memberslii projecting therefrom at its remote ends. Rotatablymounted in each of the Acrankcase portions-26 is ,a crankshaft 22 having an eccentricl. thereon, and suitable iywheels 26 for rotation therewith, whereinsaid crankshaftZZ is journaled in the rankcase members ,2li by suitable bearings 28. A piston 32 having rsuitable rings 3,4, and connect-ing rods 36 and connecting rod bearing 3S, is journaled on the eccentric .2d for reciprocable movement inthe piston housing lo.

As will be seen in Eigure l, the piston 32 is operativel yconnected toeachofthe crankshafts 22 whereint'ne pistons 32 will be-reciprocated in the cylinder le upon rotation ofthe crankshafts `22 in an obvious manner. Still looking at the upper portion of Figure l, it will be seenthat .the twovcrankshaifts 22 are interconnected by a connecting orlay shaft liluhaving a bevel gear 122,011 remote ends thereot` for engagingr bevel gears ai .and 46 onthe upper.. ends. of `the crankshatts Z2. The lay shaft il is journaled in suitablevbearings i8 in an upstanding portion ofthe-cylinderhousing i6 and adjacent the midpoint of .the lay shaft 4l), a fan member 5t) issecured thereto and rotatabletherewith for lcirculating air over the periphery 'of the cylinder. hQusing 16. Projecting from one end lof the lay shaft 146 is an auxiliary driving shaft 52" operatively lconnected, to a magneto 54 which Vis'suitably"supported by a fastening means. Adjacent the lower end of crankshaft 22 which is adjacent the magneto 54 is an oil reservoir 58 secured to the housing 16 by suitable bolts 60 and an oilV pump 62 is secured to the bottom of the reservoir by suitable bolts 64 and driven by a shaft 66 having oppositely directed lugs 68 thereon for engaging in oppositely disposed slots 70 in the end of crankshaft 22. Oil 72 is taken from the reservoir 58 and pumped by the pump 62 out through a suitable discharge line 74 which has suitable connections to the various wear points throughout the motor. Projecting upwardly from the other of the cranltshafts 22 is an extending portion with a V-belt pulley 76 thereon for the reception of a starting rope (not shown) for rotating the crankshafts and starting the motor by the usual pulling of the starting rope, as is well known. As best shown in Figure 2, each of the crankcases 2G is formed from a separable element forming a pan member '78 which is secured to the crankcase 20 by suitable bolts 80 wherein the pan 7S may be removed from the crankcase 20, thereby permitting repair and maintenance of the crankshaft and connecting rod assembly. A cover 82 having suitable apertures 84 therein is positioned over the lay shaft 40 by suitable fastening means 86, thereby protecting the mechanism and also affording apertures for circulating air. A sleeve valve 88 is rotatable in the cylinder housing 16, and held in non-reciprocable movement relative thereto by a ring member 90 on one end engaging the outer edge of the cylinder housing 16 and a ring gear Q2 engaging the other end of the cylinder housing 16, and the ring gear 92 is driven by a spur gear 94 secured to the lay shaft 40 through an idler gear 96 having a suitable journal 98 secured to the housing 16. The relative sizes of gears 94 and 96 and ring gear 92 is such that the rotary valve 88 will communicate with the various openings in the cylinder ho-using 16 to sequentially permit intaking of the combustible mixture, ignition of the combustible mixture and ex-V hausting of the burned gases in a manner hereinafter described.

It will be seen that a hollow elongated housing 100 is in a plate adjacent the lower end of the tubular `.ousing 160. Adjacent the lower end of the shaft 108 is mounted an upper bevel gear 112 and a lower bevel gear 114 in facing relation to each other, and between the upper bevel gear 112 and the socket member 104 is u coil compression spring 116 for urging the shaft 10S down.vardly. Iournaled in one side of the tubular housing 100 is a stub shaft 118 having a bevel gear 120 thereon in engagement with the bevel gear 112 in its normal operating position. Secured to the stub shaft 118 is the propeller 12 by suitable screw threaded fastening means 122, and as the blades of the propeller rotate, the motor and the boat will be propelled through the water in an obvious manner. As will be seen, a portion of the ext-ending shaft 108 extends through the plate 110 and forms a shaft lifting member 124 which is rotatable in a socket 126 in the end of the shaft 103 and suitable thrust bearings 128 take up the thrust when the shaft 108 is lifted against the action of coil spring 116. Pivotally mounted on the inner walls of a propeller protecting member 130 is a member 132 which engages the shaft lifting member 124 and the member 132 is pivoted to the protector 130 by a suitable pvot 134 at one end and engaged by a Bowden cable 136 at its other end and the Bowden cable 136 extends along the inner periphery of the housing 100 and out through a suitable opening 138 adjacent its upper end and proceeds to a remote control 140 for reversing the propeller 12. As the shaft 108 is lifted, the lower bevel gear 114 engages the bevel gear 120 on the stub shaft 118, thereby turning the propeller 12 in a reverse direction.

As best seen in the lower right hand section of Figure 1, the remote control means 140 has an axle member 142 with the handle 144 secured thereon and rotating the Same, and a crank lever 146secured to one end of the axle 142 and having suitable fastening means 148 for f tttaching to the inner wire 150 of the Bowden cable, wherein upon rotation of the axle 142, the Bowden cable inner wire 150 is moved, thereby raising the lift member 124 and disengaging the bevel gear 112 and engaging the bevel gear 114 with the bevel gear 120. As will be obvious, the plate 140 may have a suitablc slot therein showing the reverse position 152, the forward position 154, and a neutral position 156 in the usual manner. As best seen in the central portion of Figure l, the cylinder housing 16 has an exhaust opening 158 and a tubular passage 160 is connected thereto and cornmunicates with the tubular housing 100, and a suitable exhaust discharge 162 is in communication with the tubular housing 100, thereby providing discharge of the exhaust gases. It will be noted that the discharge 162 is located below the tip of the propeller 12, thereby assuring that the exhaust is below the water line and also, due to the action of the blade of the propeller 12, the suction will assist in the scavenging of the exhaust gases from the cylinder 16. Secured to the undersurfacc of passage 160 is a pair of pivotally mounted plates 164 in the nature of a hinge having a suitable hinge pin 166. One of the plates 164 is rigidly attached to the undersurface of the passage 160, and the other plate is provided with an adjusting screw 168 for adjusting the angular relationship of the plates 164. Rigidly secured to the undersurface of the lower of the plates 164 is a depending rod 170 received in a suitable elongated socket 172 for rotation therein, and a suitable set screw 174 is threaded into the side 0f the socket and engages the rod 170 for precluding rotation thereabout. Secured to one side of the socket 170 is a suitable clamp 176 having a screw threaded member 17S in one of the legs of the clamp, and a suitable handle is positioned at the remote ends of the screw threaded member 178 for actuating the boat engaging pads 182, thereby clamping the motor 10 to the stern board of a boat in an obvious manner. As appears obvious, the clamp 176 is attached by manipulating the handles 180 and by suitable manipulation of the set screw 174 and the adjusting screw 168, the motor 10 may be adjusted about the longitudinal axis of the rod 170 which will be substantially vertical in its normal operation in about the axis of the hinge pin 166, which is substantially horizontal in its normal operating position. It will be noted that the hinge 164 is free to pivot in one direction, thereby providing a safety feature if the protector 130 hits an object, the motor will immediately pivot about axis 166 preventing any undue damage to the propeller and driving mechanism.

Referring now more specifically to Figures 3-5, it will be seen that the sleeve valve 88 is provided with a single oblong-shaped aperture 184 at its midpoint between the ring gear 92 and the ange 90. 1t will be seen that the ring gear 92 is integral with the sleeve valve 88 and the ange 90 is secured thereto by a suitable fastening means 186 wherein the sleeve valve may be taken out by the cylinder 16. As best seen in Figure 4, the cylinder 16 is provided with a liner 188 which is rigid with the cylinder housing 16 and non-movable in relation thereto. The liner 188 has a plurality of square apertures, with one of said apertures 190 being in registry with the exhaust opening 158 and the

other openings

192 and 194 are in registry with a spark plug 196 and its mounting avenue means 198, and an inlet port 201i, respectively, as best shown in Figures 7-14.

Referring now more speciilcally to Figures 7-14, the operation of the device will be readily understood. As the pistons 32 move together during the compression stroke, the combustible mixture is compressed, and the cylinders 32 partially cover the aperture 184 in the valve 8S, and the spark plug 196 ignites the mixture with the proper spark from the magneto 54 and the pistons 32 are forced apart during the power stroke, thereby rotating the crankshaft 22 and driving the propeller 12, oil pump 62 and magneto 54 as well as rotating the valve 88. As the end of ythe power stroke is reached, the aperture 184 comes inte registry with the exhaust passage S, thereby exhaustim7 the burned gases out through passage 160 and opening 162. Due to the weight of the flywheels 26, the inertia of the piston assembly, the pistons 32 again approach each other on the exhaust stroke, and again expand on the intake stroke when the aperture 184 is in registry with the inlet port 194, thereby taking a fresh charge of combustible mixture into the combustion chamber. This sequence o f operation is substantially the same as the standard four-cycle motor.

As the crankshafts 22 rotate, the pinion gears 46 and 42 are in meshing engagement, and the lay shaft or connecting shaft transmits the power of the right hand crankshaft 22 to the left hand crankshaft 22, thereby utilizing all of the power in the driving of the propeller 12 through the extension shaft 108 in an obvious manner. Obviously, some of the power of the shaft 22 is used to turn the pump 62 and the magneto S4, and certain frictional losses are incurred in the

usual bearings

28 and 48. When it is desired to reverse the propeller 12, the handle 144 is moved from the forward to the reverse position, and the Bowden cable 136 with the internal wire 150 actuates the lift member 132 and the member 124 for raising the slidable shaft 108, thereby disengaging the bevel gear 112 from the bevel gear 120 and engaging the reverse bevel gear 114 with the bevel gear 120, thereby driving the stub shaft 118 and the propeller 12 in reverse direction. All the motor is provided with a suitable housing, such as the cover 82, for protecting the operator from all moving parts and for providing a pleasing appearance. It will be noted that any oil fumes passing through the combustion chamber and out through the exhaust passage 160 will help to lubricate the bevel gears 112 and the bearings 128 prior to its passage through the opening 162 into the atmosphere.

The increase in power and relative power to weight ratio of this type engine as utilized in the specific construction and arrangement of various parts and the various safety features and adjustable features inherent in this construction provide a highly satisfactory and eicient outboard motor. The Various components of the device may be made of any suitable material which is well known in the industry and meets the requirements of the particular element.

From' the foregoing, the construction and operation of the device will be readily understood and further eX- planation is believed to be unnecessary. However, since numerous modifications and changes will readily occur 6 to those skilled in the art, it is not desired to limit the invention to the exact construction shown and described, and accordingly, all suitable modifications and equivalents may be resorted to, falling within the scope of the appended claims.

What is claimed as new is as follows:

l. An internal combustion engine comprising a cylindrical housing, a pair of spaced parallel crankshafts with a crankshaft being disposed in transverse relation at each end of the housing, a pair of opposed pistons reciprocably received in said housing and operatively connected to said crankshafts, a rotary sleeve valve mounted in said housing and receiving said pistons, a lay shaft interconnecting said crankshafts for simultaneous rotation thereof, said rotary valve having a single opening disposed centrally therein, said cylindrical housing having a plurality of circumferentially spaced openings in the same transverse plane as the opening in the valve, and means interconnecting said lay shaft and rotary sleeve valve for rotating said valve in timed relation to the crankshafts and pistons for sequential registry of the opening in the valve with the openings in the cylindrical housing for intake, ignition and exhaust of a power producing mixture.

2. An internal combustion engine comprising a cylindrical housing, a pair of spaced parallel crankshafts with a crankshaft being disposed in transverse relation at each end of the housing, a pair of opposed pistons reciprocably received in said housing and operatively connected to said crankshafts, a rotary sleeve valve mounted in said housing and receiving said pistons, a lay shaft interconnecting said crankshafts for simultaneous rotation thereof, said rotary valve having a single opening disposed centrally therein, said cylindrical housing having a plurality of circumferentially spaced openings in the same transverse plane as the opening in the valve, and means interconnecting said lay shaftand rotary sleeve valve for rotating said Valve in timed relation to the crankshafts and pistons for sequential registry of the opening in the valve with the openings in the cylindrical housing for intake, ignition and exhaust of a power producing mixture, one of the openings in the cylindrical housinghaving a spark plug disposed therein for igniting the compressed power producing mixture as the opening in the rotary sleeve valve is in registry with the spark plug.

References Cited in the file of this patent UNITED STATES PATENTS 1,078,919 Hall Nov. 18, 1913 1,181,634 Bivert May 2, 1916 1,252,360 Moore Ian. l, 1918 1,308,400 DAX July l, 1919 1,320,316 Clementson Oct. 28, 1919 1,471,901 Lemp Oct. 23, 1923 1,658,166 Jackson Feb. 7, 1928 1,707,897 Bizet Apr. 2, 1929 1,856,242 DAix May 3, 1932 FOREIGN PATENTS 326,505 Great Britain Mar. 14, 1930 70,782 Sweden Dec. 9, 1930