US3073108A

US3073108A - Internal combustion engine

Info

Publication number: US3073108A
Application number: US146898A
Authority: US
Inventors: Ward Walter
Original assignee: Individual
Current assignee: Individual
Priority date: 1961-10-23
Filing date: 1961-10-23
Publication date: 1963-01-15
Anticipated expiration: 1980-01-15

Description

Jan. l5, 1963 w. WARD INTERNAL coMBUsTIoN ENGINE 2 Sheets-Sheet 1 Filed Oct. 23, 1961 #Trae/Veys.

QN. QQ

United States Patent Olice 3,073,108 Patented Jan. 15, 1963 3,073,108 INTERNAL CUlVBUBTION ENGNE Walter Ward, 640 Carleton Ave., Anaheim, Calif. Filed Oct. 23, 1961, Ser. No. 146,898 13 Claims. (Cl. 60-14) This invention relates to internal combustion engines for use in vehicles.

A major object of this invention is to provide an internal combustion vehicle engine that includes a plurality of cylinders with a pair of opposed, counteracting pistons disposed in each cylinder, said pistons being employed to propel the vehicle.

A specific major object of this invention is to provide an internal combustion vehicle engine which embodies a plurality of cylinders with a pair of pistons in each cylinder, in which the power delivered from the pistons is transmitted to individual wheel motors located on the vehicle, thus eliminating the need for a drive shaft, transmission and differential, and providing positive traction for the wheels of the vehicle.

Another object of this invention is to provide an internal combustion vehicle engine of the character described, wherein the power delivered from the pistons is conveyed to the individual wheel motors through a hydraulic or pneumatic system which will serve to darnpen or reduce vibration, and which will permit the engine to be located selectively at the front or rear of the vehicle.

A yet further object of this invention is to provide an internal combustion vehicle engine of the character described wherein an increase in horsepower over conventional engines is realized per pound of vehicle, thereby resulting in reducing fuel consumption.

A still further object of this invention is to provide an internal combustion vehicle engine of the character described wherein the engine is economical to manufacture, and is subject to mass production techniques, and for which the materials required for fabrication are readily available.

A more specific object of this invention is to provide an internal combustion vehicle engine of the character described wherein the engine may be supported on its side, as contrasted with conventional internal combustion engines which are normally in the upright or nearly-upright position, thus lowering the center of gravity of the vehicle and increasing the safety of operation thereof.

Further objects and advantages of this invention will appear during the course of the following part of this specification wherein the details of construction and modes of operation of a preferred and an alternative embodiment are described with reference to the accompanying drawings, in which:

FIG. l is a schematic illustration disclosing and having embodied therein the present invention and showing a hydraulic or pneumatic system connected to individual wheel motors of a vehicle;

FIG. 2 is a view taken on line 2*2 of FIG. l;

FIG. 3 is a View taken on line 3 3 of FIG. l; and

FIG. 4 is a schematic illustration disclosing and having embodied therein an alternative form of the present invention.

Referring, initially, to FGS. l, 2 and 3, hydrocarbon fuel, such as diesel oil or gasoline, is introduced into a pair of cylinders and 12 of a four-cycle, internal combustion engine. The distribution of the fuel into cylinder 10 is made into three

combustion chambers

14, 16 and 18, and distribution of the fuel into cylinder 12 is made into three

combustion chambers

20, 22 and 24. Compression of the fuel within cylinder 10 and the dening of the chambers is provided by a pair of opposed,

counteracting pistons

26 and 28, each of which is integral with piston rods 30 and 32, respectively. Piston rod 30 projects through one end of cylinder 10 while piston rod 32 projects through the opposite end of cylinder 10. Compression of tue fuel within cylinder 12 and the defining of the chambers therein is provided by a pair of opposed

counteraeting pistons

34 and 36, each of which also is integral with piston rods 38 and 40, respectively. Piston rod 38 projects through one end of cylinder 12 and piston rod 40 projects through the opposite end of cylinder 12.

The fuel is exploded by

igniters

42, 44 and 46, 48, 58 and 52, which preferably (but not necessarily) are spark plugs, which are disposed in

chambers

14, 16 and 18, 20, 22 and 24, respectively. The igniters may be energized by typical vehicle distributors (not shown), and fuel introduced into the chambers may be by typical vehicle carburetors or fuel injectors (not shown). The employment of a single carburetor, set to meter an equal quantity of fuel to each chamber based on the quantity of fuel required to be metered to

chambers

16 and 22 may be found to be the most practical and economical arrangement. In the alternative, it may be found to be more satisfactory to employ two or more carburetors, whereby one is utilized to meter a larger quantity of fuel to

chambers

16 and 22 than that metered to

chambers

14, 18, 20 and 24 by the other carburetor.

The

piston rods

30, 32, 38 and 40 are each part of a single hydraulic or pneumatic system 54 which is employed to drive individual vane-type Wheel motors 56. Said piston rods are also associated with a single mechanical system broadly designated 58, employed to synchronize the operation of the pistons and carry them through the four cycles hereinafter described. The mechanical system may also be employed to produce power to drive auxiliary equipment included in the vehicle.

Consider, initially, cylinder 10 wherein fuel is metered into chamber 16 and the pistons 216 and 28 are at substantially their inward limit of travel within the cylinder or at their closest position of approach to each other. Under these conditions, the compression stroke has been completed, and the power stroke is about to begin. As the fuel is exploded by igniter 44, both

pistons

26 and 28 are driven away from, or counter to, each other. The extreme free ends 66 and 62 of each piston rod 30 and 32, respectively, functioning as a piston, force hydraulic fluid from hydraulic cylinders 64 and 66, respectively, through check valves 68 and 70, respectively, and into

hydraulic lines

72 and 74, respectively. Hydraulic fluid is metered to hydraulic cylinders 64 and 66 through

check valves

76 and 78, respectively, via

lines

77 and 79, respectively, from hydraulic reservoir 80.

The hydraulic fluid in

lines

72 and 74 is conveyed to an accumulator tank 82 which insures a continuous supply of fluid to each of the wheel motors 56. The hydraulic fluid in the accumulator tank 82 has two possible avenues to follow: if the pressure in tank 82 becomes excessive, relief valve 84 opens and a quantity of fluid is conveyed back to reservoir Sil; the hydraulic fluid remaining in tank 82 is directed to a three-way directional valve 86 which may be manually actuated to direct the hydraulic fluid into lines 8'8 and 9i) from line 92. From lines `88 and 90 the fluid is conveyed to a pair of wheel motors 56. The fluid in lines '88 and 90 is also directed into

lines

94 and 96, respectively, where the fluid will be conveyed to another pair of wheel motors 56. The setting of valve 86 in the manner described causes the vehicle to travel in a forwardly direction. To cause the Vehicle to travel in reverse, the valve 86 is positioned so that hydraulic fluid will be directed into

lines

98 and 100 4from line 102. The hydraulic iluidin lines 98--and 100 is directed to a pair of wheel motors 56 and to

hydraulic lines

104 and 106. The fluid in

lines

104 and 106 is also directed to another pair of Wheel motors 56.

The third position for directional valve 86 is the neutral or by-pass position which prevents Huid from entering either

line

92 or 102. With the valve S6' in this position, the vehicle is incapable of moving and is in what is customarily referred to as neutral. When directional valve 86 is in the by-pass position, the hydraulic fluid is directed into line 108 by which it is returned to reservoir 80.

The hydraulic uid directed to each of the wheel motors 56 passes therefrom and into hydraulic lines 110 by which it is returned to reservoir 80.

The power stroke for

pistons

26 and 28 is also the exhaust stroke for

chambers

14 and 18; i.e., the combustion products of a previous power stroke that occurred in

chamber

14 and 18 is exhausted.

While

pistons

26 and 28, are proceeding through the previously-recited power stroke,

pistons

34 and 36 in cylinder 12 which are 90 out-of-phase with pistons 26.-

and 28, are approaching each other on the compression stroke. Fuel has been introduced into chamber 22 and fuel is about to be introduced into

chambers

20 and 24. When the compression strokes for

pistons

34 and 36 are completed, the power stroke begins and the extreme

free ends

112 and 114 of piston rods 38 and 4d, respectively, function as pistons to force hydraulic fluid from hydraulic cylinders 116 and 118, respectively, and through

check valves

117 and 119, respectively. Fluid is directed into hydraulic lines 120 and 122, respectively, where it Hows into

lines

72 and 74, respectively. Again the flu-id is conveyed by

lines

72 and 74 to accumulator tank 82. Hydraulic iluid is directed into cylinders 116 and 11S through

check valves

124 and 126, respectively, via

lines

128 and 130, respectively. Of course, the hydraulic uid again originates at reservoir 80.

It is again to be noted that when pistons 26 and 2S complete the Vpower stroke, an exhaust stroke for

chambers

14 and 18 is also completed. Since fuel is not being introduced into

chambers

14 and 18, a following power stroke does not occur to drive the pistons toward each other. This condition occurs also for

pistons

34 and 36. The mechanical system S8 is employed to synchronize the operation of the pistons and to complete the four-cycle operation of the pistons, as has been previously recited.

An adaptor block and

cross arm

132 and 134 is connected to each of the piston rods 30 and 32, respectively, and connection to a single crankshaft 136 of each 0f the adaptor block and

cross arms

132 and 134 is through connecting

rods

138 and 140, respectively. Support for the crankshaft 136 is represented by mounting brackets 142.

Piston rods 38 and 40 are also connected to crankshaft 136 by adaptor block and

cross arms

144 and 146, respectively, and connecting

rods

148 and 150, respectively.

A fly wheel 152 is attached to one end' of the crankshaft and is employed as a power take-013.1 if considered desirable. i

The power stroke for

pistons

26 and 28 is transmitted to crankshaft 136 and serves to drive

pistons

34 and 36 through, the aforementioned compression stroke and when pistons 26 and 28' have completed the power stroke,

pistons

34 and 36 are starting a power stroke which is transmitted to the crankshaft 136 to return

pistons

26 and 28 to the position of origin, tor exhaust chamber 16, and to introduce fuel into

chambers

14 and 18. The combustion of fuel in

chambers

20 and 24 followingy the combustion of fuel in chamber 22 drives the

pistons

34 and 36 toward each other to exhaust chamber 22, and at the same time, the last-mentioned power stroke is transmitted through crankshaft 136 to

pistons

26 and 28,

where they are moved to compress the fuel introduced into

chambers

14 and 18 to again start a power stroke for

pistons

26 and 28, which serve to compress fuel introduced into chamber 16. The power stroke of

pistons

26 and 28 is transmitted through crankshaft 136 to

pistons

34 and 36 where they are moved to

exhaust chambers

20 and 24 and introduce fuel into chamber 22. The cycle of operation is now completed, for the next power stroke will originate in chamber 16.

For each complete cycle 0f each piston, i.e., from power stroke to power stroke, the free end of each piston rod forces hydraulic Huid to the wheel motors 56 on two occasions: when a power stroke occurs, and when fuel is again admitted to the chamber from which the power stroke originated.

The alternative form of the invention, illustrated in FIG. 4, is substantially identical to the form of invention illustrated in FIGS. 1-3, inclusive, with three exceptions: (l) the hydraulic system is eliminated; (2) the power take-off for propelling the vehicle is through drive shaft 160, connected to fly wheel 152; and (3) the extreme free ends 60, 62, 112 and 114 of the

piston rods

30, 32, 38 and 40, respectively, are supported -by

guide bearings

162, 164, 166 and 168, respectively. The guide bearings are employed to prevent the free ends of the piston rods from whipping and burning out other bearings caused by the abnormal forces which may occur.

Although only two cylinders have been described herein, it is to be understood that three, four or more cylinders may be employed. If three cylinders are used, the out-of-phase relationship of the pistons will be 60, instead of and if four cylinders are used, the out-ofphase relationship will be 45.

It is also to be understood that a pneumatic system can be substituted for hydraulic system 54.

While the invention has been shown and described herein in what is conceived to be the most practical and preferred embodiments, it is recognized that departures may be made therefrom within the scope of the invention, which is therefore not to be limited to the details disclosed herein, but is to be accorded the full scope of the claims and so as to embrace any and all equivalent devices.

I claim:

1. An internal combustion engine for a vehicle which comprises: a plurality of cylinders; a pair of opposed, counteracting pistons in each of said cylinders, said pistons being employed to propel said vehicle, and said pistons dividing each of said cylinders into three combustion chambers; and a camshaft interconnected to said pair of pistons in each cylinder for synchronizing and governing the strokes of said pistons, and for transmitting force from one pair of pistons in one cylinder passing through a power stroke to another pair of pistons in another cylinder, whereby said pistons are driven through their cycle of operation.

2. An internal combustion engine for a vehicle according to claim 1, wherein each one of said combustion chambers has an igniter therein.

3. An internal combustion engine for a vehicle according to claim 1, wherein said chambers in each cylinder comprise a central chamber and a pair of opposed end chambers.

4. An internal combustion engine for a vehicle which comprises: a plurality of cylinders; a pair of opposed counteracting pistons in each of said cylinders, said pistons being employed to propel said vehicle, and said pistons dividing each of said cylinders into a central charnber and a pair of opposed end chambers, each of said chambers being adapted to have fuel ignited therein,

cylinder is transmitted to another pair of pistons in another cylinder and serves to propel said other pair of pistons to exhaust certain of said chambers in said other cylinder and admit fuel into certain other of said chambers in said other cylinder; and a camshaft interconnected to said pistons forsynchronizing and governing the strokes of said pistons and for transmitting force from one pair of pistons passing through the power stroke to another pair of pistons, whereby said pistons are driven through their cycle of operation.

5. An internal combustion engine for a vehicle according to claim 4, wherein the power produced by said pistons is transmitted to said camshaft to propel said vehicle.

6. An internal combustion engine for a vehicle which comprises: a plurality of cylinders; a pair of opposed, counteracting pistons in each of said cylinders, said pistons being employed to propel said vehicle, and said pistons dividing each of said cylinders into three combustion chambers, adapted to have fuel ignited therein; individual wheel motors; a fluid system interconnected to said wheel motors and said pistons and actuated by said pistons to propel said vehicle; and a camshaft interconnected to said pistons for synchronizing and governing the strokes of said pistons and for transmitting force from one pair of pistons passing through a power stroke to another pair of pistons, whereby said pistons are driven through their cycle of operation.

7. An internal combustion engine for a vehicle according to claim 6, wherein said fluid system includes fluid cylinders; and wherein each one of said pistons includes a piston rod receivable in a fluid cylinder to force lluid therefrom and to the individual wheel motors to propel said vehicle.

8. An internal combustion engine for a vehicle according to claim 6, wherein said fluid system embodies a manually-actuated three-position directional valve that when set in one position directs fluid to the wheel motors to propel the vehicle forward, when set in another position directs uid to the wheel motors to propel the vehicle in reverse, and when set in the third position prevents fluid from passing to the wheel motors and thereby prevents the wheel motors from propelling the vehicle.

9. An internal combustion engine according to claim 6, wherein said fluid system includes a fluid reservoir, whereby fluid passing from said wheel motors is returned to said reservoir, and whereby fluid in said reservoir supplies said uid cylinders.

10. An internal combustion engine for a vehicle according to claim 6, wherein said fluid system includes an accumulator tank having a pressure relief valve thereon be tween said wheel motors and said pistons, said valve serving to relieve the iluid system of a quantity of fluid in the event pressure in the system becomes excessive, said accumulator serving to assure a constant supply of fluid to said wheel motors.

ll. An internal combustion engine for a vehicle which comprises: a plurality of cylinders; a pair of opposed counteracting pistons in each of said cylinders, said pistons being employed to propel said vehicle, and said pistons dividing each of said cylinders into three vcombustion chambers adapted to have fuel ignited therein; individual wheel motors; a hydraulic system interconnected to said wheel motors and said pistons and actuated by said pistons to propel said vehicle; and a camshaft interconnected to said pistons for synchronizing and governing the strokes of said pistons and for transmitting force from one pair of pistons passing through a power stroke to another pair of pistons, whereby pistons are driven through their cycle of operation.

12. An internal combustion engine for a vehicle which comprises: a plurality of cylinders; a pair of opposed,

counteracting pistons in each of said cylinders, said pistons being employed to propel said vehicle, and said pistons dividing each of said cylinders into three combustion chambers adapted to have fuel ignited therein; individual wheel motors; a pneumatic systeminterconnected to said wheel motors and said pistons and actuated by said pistons to propel said vehicle; and a camshaft interconnected to said pistons for synchronizing and governing the strokes of said pistons and for transmitting force from one pair of pistons passing through a power stroke to another pair of pistons whereby said pistons are driven through their cycle of operation.

13. An internal combustion engine for a vehicle which comprises: a pair of cylinders; a pair of opposed counteracting pistons in each of said cylinders, said pistons being employed to propel said vehicle, and said pistons dividing each of said cylinders into three combustion chambers adapted to have fuel ignited therein; individual wheel motors; a hydraulic system interconnected to said wheel motors and said pistons and actuated by said pistons to propel said vehicle; and a camshaft interconnected to said pistons for synchronizing and governing the strokes of said pistons and for transmitting force from one pair of pistons passing through a power stroke to the other pair of pistons whereby said pistons are driven through their cycle of operation.

No references cited.