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Publication numberUS1533004 A
Publication typeGrant
Publication dateApr 7, 1925
Filing dateFeb 12, 1924
Publication numberUS 1533004 A, US 1533004A, US-A-1533004, US1533004 A, US1533004A
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Multiple-cylinder combustion motor
US 1533004 A
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Description  (OCR text may contain errors)

April 7, 1925.

1,533,004 M. HENRY MULTIPLE CYLINDER COMBUSTION MOTOR Filed Feb. 12. 1924 4 Sheets-Sheet l April 7, 192s. y1,533,004

M. HENRY HULTIPL CYLINDER COHBUSTION KOTOR Filed Feb. 12, 1924 4 sheets-sheet 2 Willi/lill April 7, 1925.

M. HENRY IULTIPLB CYLINDER COMBUSTION MOTOR Filed Feb. l2, 1924 4 Sheets-Shout 3 April 7, 1925. 1,533,004

. M. HENRY IULTIPLE CYLINDER COMBUSTION MOTOR Filed Feb. 12, 1,924 4 Sheets-She. 4

Patented Apr. 7, 1925.

UNITED STATES MARTIN HENRY, OF VERDEN, OKLAHOMA.

MULTIPLE-CYLINDER COMBUSTIO'N MOTOR.

Application filed February 12, 1924. Serial No. 692,343.

inder Combustion Motors, of which the following is a specification.

It is a purpose of the present invention to provide, in a multiple cylinder' combustion motor of the compression type, a construction wherein the cylinders are in series or sets, the pistons of the cylinders of each series or set operating identically, with the cylinders diverging in V-shaped arrangement, including a single combustion chamber between the cylinders of each set, whereby the pistons may travel downward through the cylinders in diverging directions.

In the majority of combustion motors, it is yvery -dilcult and tedious to have access to the crank case and the cam shaft for repairs. lWith most motors it is necessary to crawl under the can to have access to the interior of the crank case or to remove the entire engine block. However, in connection with the present invention, it is another purpose to provide a motor wherein the interior of the crank cas-es are accessible at the sides, the crank case plates being removable which permits ready access to thc crank shafts as well as the interiors of the cylinders, allowing the pistons to be easily removed without disturbing the posit-ions of the intake and exhaust valves and the cylinder head which supports the valves.

Still another purpose is to provi-de an improved crank case construction wherein, after removing the outer crank case plates, the inner crank case plates may be removed to permitof access not only to the. cam shaft and its attendant parts but also to the pump (which returns the oil to the reservoir) and to the means operated by the cam shaft for transmitting motion to the timing mechanism in the ignition system.

A further purpose is to provide, in this type of motor, a single combustion chamber between the adjacent ends of the divergin-g cylinders of each series or set so that, upon the ignition of a charge, the pistons (which are operable in the cylinders) will move in diverging directions and impart revoluble movement to the crank shafts which, in turn,

are geared to the cani shaft which, in turn, cooperates with and actuates the inta-ke an-d exhaust valves.

A still further purpose is to provide a motor of this type including an oil pan removablyv connected to the. interior crank case plates so that the removal of this pan will permit of access to the cam shaft, to the oil pump and to the intake andexhaust valve operating means as well as the means for operating the timing devices of the ignition system, without the removal of the crank cases or any parts thereof. However, in gaining access to these parts by the removal of the oil pan or pot, it is necessary to crawl under the motor.

Also, it is the aim to provide a motor of this character which is 'very compact, relatively simple in construction and easily assembled and including improved means for mounting the motor more rigidly relative to the frame or chassis.

It is to be understood that the particulars herein given are in no way limita-tive and that, while still keeping within the scope of the invention, any desired modifications of detail and desired proportions may be made in the apparatus accor-ding to the circumstances.

The invention comprises further kfeatures and combinations of parts to be hereinafter set forth, shown in the drawings and claimed.

In the drawings:

Figure l is a view in side elevation of the improved motor constructed in accordance with the invention.

Figure 2 is a sectional yview on line 2-2 of Figure l, more adjacent the rear head of the engine block than the forward head,

thereby showing the arrangement of the diverging cylinders, the crank cases, the oil pump and the means for actuating the intake and exhaust valves.

Figurel 3 is a sectional view on line 3-S of Figure 2, more clearly showing the intake and exhaust valves and the means for operating the same.

Figure t is a sectional view on line 4-4 of Figure 2, not only showing the cam shaft but also showing portions of the crank shafts and illustrating the operative gear connections between the crank shafts and the cam shaft.

` inder walls.

Figure is an enlarged detail sectional view `oit the intake `and. exhaust valves and also showing `the spark plug mounting` Figure G is an enlarged detail view in perspective of portions of the means tor operating the intake and exhaust valves.

Referring to the drawings, l designates the motor block which, in the present instance, is cast in one piece and provided with eight cylinders c and 7J, c and (Z, c and 7" and g` `and 7i, although more or less may :be employed. The cylinders a and Z) constitute oneset or series, c and Z another, c and a third set or series and g and ft fourth set orseries` rlhe cylinders of each set or series are divergent, approzaimatine the lll-type et engine, there being a combustion chamber 2 between the adjacent ends ot the. cylinders of each set.`

The .adjacent portions oit' the cylinders are enlarged and have awa-ter jacket 3, there being `an extension Ll. at the lorward end ot the motor tor connection to the radiator (not shown) and a pipe or conduit 5 at the lower forward end ot Athe motor for connection to the lower part et the radiator, so as to insurea circulation ol cooling vfluid, thereby acting to reduce the `.heat in ther cyl- The combustion chamber 2 is provided where the adjacent ends' ol the cylinders converge upwardly, as shown in yFigure Q of the drawings."

Cylinder heads 6 are provided for closing the vrespective combustion chambers 2, each in guides sions 15 of the cylinder heads.

cylinder head acting to close the adjacent ends ot the cylinders ot each set. 'The e1;- teriors of the cylinders where they are enlarged are rectangular in cross section, as disclosed clearly inlligure 3. yllhe cylinder headsl G have integral enlarged extensions or hossesl which are tapered and t between the extension walls 8 (on which the flange portions 9 of the cylinder yheads rest) ol' the enlarged end portions o't the cylinders. rlhe cylinder heads are bolted in position.

10 and 11 :are intake and exhaust manifolds, Vthe Ilateral downward extensions 12 and 13 ot which connect at 14; to the exten- The eirtensions ofthe intake and exhaust mani folds and ythe extensions `15 'have passages, those designated by the character 16 of the eaten-sions` communicating with the valve passages 17 and 18 et the cylinder heads. Intake and exhaust alves 19 and Q0 are pro vided, the stems 21 oi which are mounted 22 ot the cylinder heads.

Thevstems 21 diverge upwardly and are under tension of `the coil springs which surroundthereduced extensions 24tot the bosses ot the cylinderheads which have the guides 22. The-springs 223 are interposed between the shoulders 25 and the collars QG which have depressed annular seats 2'? lor the ends ot the springs, there being suitable transverse pins QSagainst which -Ithe collars abut. The springs bear against 'the collars and hold the valves 19 and 20 in engagement with their seats Each cylinder head between the bosses through which the valve stems 21 are guided is countersunh and has a threaded opening 'for the threadedend 31 ot a conventional form ot spark plug 32 which., in turn, includes suitable connections, as at with the timing mechanism (not shown) ot the ignition system.

The upper terminals ort y'the valve stems are l'orlrcd for the reception oit rollers Bil which have annular ribs or flanges which engage with the grooves 86 ot the lateral ends oi the valve actuators Si" and 38. rlhese actuators are mounted in `guides 39 between the rectangular portions ot' the cylinders, as shown clearly in Figure l of the drawings, and the lower terminals ot' the actuators 3'? and A38 have seinispherical members flO.

rlhese members l() where they `connect with the lower ends of the act `actors merge into conical. necks t1 to permit the forks 4:2 ot the rocking levers ed to engage with the members d0. crunied at on the extension webs ot the cylinders. The extension webs have lat i eral bosse.1 /l-i in which the pins land 1S are guided. lhe levers i3 are arranged in movement ol the actuator 3T, and due to the later-'al terminal ot' the upper end ol` the actuator bearing upon the stem of the `intake valve 19, the valve 19 opens and permits `the intake oi" a charge to thc coinbustion chamber 2. `The c haust valve operates in a similar manner, that is, when the pin itl is movedupwardly through its guide, operating the actuator 38 through the inediuin ot the lever which is connected to its lower end.

The divergent terminals oliithe motor block, that is, where the cylinders are formed, are provided with flanges to which the inner crank case plates 5l are bolted. ln .cross sectional area ot themotor, it will he noted that-these plates 51 couverge downwardly and constitutie the inner walls of the crank case and 53. Connected to the ends of the motor block are the motor block heads 5st and 55, the lateral rl`hese lugs entend toward each other and are secured to the channel bars 58 ot the chassis, as shown in Figure 2. Crank case The levers d3 are ful` plates 59 and 60 are not only bolted to the motor block heads 541 and 55 but are also bolted at 61 and 62 to the inner crank case plates 51. These plates also engage with the lugs 56 and 57, that is, where the plates meet at points adjacentthe opposite ends of the motor, as shown in Figure 1 of the drawings.

Obviously, either one or both of these plates 59 and 60 may bel removed to permit of access to the crank shafts 63 and 64 which are mounted in suitable beirings of the motor block heads. The crank shafts rotate in the direction of the arrows 7c and m and the respective cranks of the shafts (S3 and 64 are connected by the connectingl rods 65 with the pistons 66 and 67 which are operable in the cylinders. As shownin Figgure 2, the cylinders a and I) have pistons 66 and 67. The connecting rods 65 have chiots or channels 68 for lubricating purposes, there being openings 69 to permit oil or lubricant to reach the ducts or channels 68. Obviously, the backward and forward movements of the connecting rods will act to agitate the oil or lubricant and feed it toward the crank shaft and toward the wrist pins 70 of the pistons to insure lubricating these parts.

An oilpan or casing 71 is bolted at 72 to the lower edges of the inner crank case plates 51 and is adapted to receive oil to a level as indicated at 73, and secured, as at 74, to the inner facey ot' the motor block head 54 is an oil pump 75 consisting of a casing 76 and a feed screw 77, the latter being mounted in the former and having a shaft 7 8 on the upper end of which a worm 79 is mounted.

Mounted in bearings of the motor block heads 54 and 55 is a cam shaft 80 which is provided with cams 81 and 82, 83 and Set. There are two cams for each set of cylinders, the cam 81 cooperating with the pin 47 to cause an intake of a. charge into the combustion chamber while the cam 82 cooperates with and raises the pin 48 to cause an exhaust of the utilized or burnt gases; in fact, the cams cooperate with disks 85 and 86 at the lower ends of the pins 4:7 and 48. On each revolution of the cam shaft, the cams -81 actuate the pins 47.

Mounted in a bearing of a. plate 87 which is secured to the motor block head 5st is a shaft 88l` the upper end of which is adapted to operatively connect with the timer (not shown) of the ignition system (not shown) whereas the lower end of the shaft carries a worm 89. The worm 89 is opposed to the worm 79 and carried by the ca m shaft at one end thereof is a worm wheel 90 which is interposed between the worms 79 and 89 and mesh therewith for the purpose of imparting motion to the shafts 78 and 88. The revoluble movement of the shaft 78 causes movement ofthe feed screw of the pump for the purpose of lifting the oil from the oil pan or pot 71 and feeding it through the pipe 91.

The pipe 91 passes through the wall of the oil pan 71` as at 92, and connects with a reservoir (not shown). This reservoir, however, has pipes L3 provided with branches 93 which are connected to the flanges 50 of the motor block.rv as shown at 94. In fact, the branches 93a thread through the flanges 50 and communicate with the ducts 95 formed through the inner crank case plates 51. r1`he ducts 95 are so located as to convey oil on the connecting rods (i5 and, due to the provision of the openings 69, the oil enters the ducts G8 and is conveyed to the bearings of the connecting rods with the crank shafts and also to the pins 70 of the pistons. The oil which may drop from the connecting rods is received in the crank cases and is conveyed back to the oil pan or pot by way of the ducts 96 (Figure 2) which are formed through the lower portions of the inner crank case plates 51.

Formed integral with the depending webs l5 is a lateral trough 97 which extends from the forward portion of the motor block to the rear portion and is .inclined slightly downward toward the rear. The bottom of the trough is V-shaped and has a plurality of openings or apertures 98 and, due to the extreme bottom of the trough being aligned over the cani shaft, the openings convey oil to the cam shaft, there being a pipe 99 (Fig ure 1) merging from one of the pipes 93 and disposed to convey oil to the trough, flowing from the forward end of the motor to the rear end, and duringl its passage seeping through the several apertures in order to reach the cam shaft. The lubricant not only feeds to the cam shaft but also drips upon the levers 13 and upon the pins lf7 and li8 and then upon the cam shaft due to the trough being above the levers 413.

Revoluble movement of the shaft 88 imparts movement to the timer (not shown) of the ignition system (not shown) for the purpose of creating a spark at the spark plug terminals 100, as shown in Figure 5.

Referring to Figure lof the drawings` it will be noted that the motor block head 54- has bearings for the rear ends of the crank shafts, which rear ends of the shafts pro ject bevond the motor block head 5l and carry gears 101 which mesh at 102 with a spur gear 103 which is bolted at 104 to a female clutch member 105. The spur gear 103 has its hub keyed at 103 on the rear end of the cani shaft` so that the spur gear will rotate therewith. The hub on one side of the gear 103 is mounted in roller bearings of conventional construction. The hub on the other side of the gear has roller bearings 110a of well known construction in which the end of a drive shaft 107 is mounted. These roller henri ,es perinit ot easy `rotation oit the Cain shalt and the drive shalt. rlhe casing- 1101 loif the 'roller hearu ings 110 is tilted to the n'iotor hloclt head. Fiel. The `drive shaft 107 and the cani shaft are axially aligned and the 'oriner driven hy the sinn'Y dear when in clutch. The drive shaft is mounted in additional roller hearings 109 and due to the eranl; shafts G3 and lilihelingv geared to the spin" tears 103. the drive slv lill resolv s inotiou. This drive shaitt 10"? erttends reai "ai'dly and connects 'in the usual nia-nneri .such as a eo'iiventional 'torni ot ditlei'ential not shown), with the rear olf the aiion'iohileln and laoyed to the 'toiward portion of the drive shaft 10'? at 11o is a inale clutch incinher 114. This male clutch n'ien'iher is designed to he operated hy any suitable Well imo-Wn ineans t not shoyvnl tor shitting' it into and o qi ot en* giagnin'umt with the teinale ich inen'ihei 3.05q as to `conneet and disconnect the shai'ft 10? to and tron: the female clutch ineinher 1055 which, receives mot-ion troni the crank shatts through the niediuni ot the `@fears 101 and 103 A cover plate 115 is bolted to the motor hlocl; head all tor the piiu'pose oit covo tl e gears 'lOl and seciufed to the plate i is a suitable housing; oi' casino' 11G for euclosino; the inale and female cluteh nien'iheis as Well as the gear 103. .llo-Wever, this housing* or 116 may have a suitable opening-i' (not shown) u'herchy conventional oonnectionsinay he inade 1with the inale clutch. nieniher for operating' the saine.

ln the operation7 and assuming the pistons 6G oft cylinders a` and 7) have about started on their downward strokes :tor an intali'e, with the Cain shzitt in a position whereby the canas 81 are disposed 'tor raising the pins l? and opening the intake valve 19. the charge enters the combustion chainher 2. After the pistons have completed their suction strokes, the eoinhustion chain* her having: heen `lilled with the charge, the Cain 81 has inoved troni under the pin il@ that is, the pin ttor operatingl the intake valve 19 ot cylinders o and and the pistons return on their Compression stroke, compressing `the charge in the combustion ohainhei'. lininediately following the coinpression strole ot the pistons of cylinders (i and by the charge is tired, again moving` the pistons away troni each other in diverging; directions and therehy imparting ino tion to the crank shafts and Upon the return strokes ol the pistonsq that is, atter completing their tiring strokes, they act to soavenge the cylinders and thereby cause an exhaust ot the utilized or hurnt gases. About the time the pistons proceed toward eaoh other on their scavenger strokes, the cani 82 engages with and operates the pin 48 which causes a pulling moven'ient on the aetuatoi." tl'uough the medium. i

o au oscillatory lover, theiehy depressing the stein ot the exhaust `valve 2O and permitting tho esca-pe ol the utilized or hurnt gases. Following` the scavenger strokes ot the pistons ol cylinders o and the cani 81 is agg-ain in position to actuate the Vpinyfl'i',`

therchy tilting; the lever lf3 and imparting a pulling action upon the actuator 8'?, .again opening the intl-the valve 19 which results in the intake ot a fresh chai-gie.

Its previously stated, the cylinders are de gnated a and 7n e and d, o and and g The cylinders n, and i?) are ,so are the otheif cylinders. 'lhei'etordy the thle ot oi'ierations ot the several cylinis follows z f f iinoeis of and A-intalna Compression, tiring'a exhaust. v

Cylinders c and nl-exhaust, intake, compression1 tiring. i

Cylinders c and f-intake, ooifnpressionA` tiring', exhaust.

t will he noted that the gearing'hetu'een the veranlt shafts and the calin shaft `is suoli that on every tivo comple-te revolutions of the oraul; shafts, the` cani` shaft rotates one revolution., Ain which case. the calin 81 operstes the pin Vl-7 tor opening theintalte valve l) at the completion ot every fourth half revolution ot' the oranl shafts to permit of an `intake into the coinhustion ohalnher hetu'een the pistons ot the cylinders aand o.

lt is obvious that lhy removing either one ot the crank ease plates 59 Gr.60, access kmay he had to the crank shafts, and hy removing' the oil pan 71 ready access may heihad i to the pump and to the cani shaft as Well` as to the various pins l? and 4,8 and theaetuators. Y case plates and GO inner crank case. plates ol: access to the cylinders of the motor hloel and to the. timing` worin 899 the actuators and then detach the and the pins Ll?, the cani shaft-and the i plurality of sets ot cylinders, the cylinders i of each set diverging laterally and down-` Wardly With a combustion chamber between Cylinders 7 and /"1,--exhaust, intake, ooini lt is possible to remove the Crank` 51 which Will permit Any one ot the cylinder heads rnay a set ot i the adjacent ends of the cylinders of each set, crank cases at the laterally divergent ends of the cylinders, crank shafts in said cases, pistons operable in the cylinders and operatively connected with the crank sha fis, intake and exhaust valves for the combustion chambers, and intake and exhaust valve operating means between the crank cases and operatively connecting' with the crank shafts for opening and closingl the intake and exhaust valves at every two revolutions of the crank shafts, the crank cases consist-- ing of upper and lower removable crank case plates, the removal of which permits access to the crank shafts and the connecting; rods, permitting' the pistons to he removed without disturbing the motor block and the valve operating' means.

2. A multiple cylinder combustion motor including a motor block provided with a plurality of sets of cylinders, the cylinders of each set divergfing,- laterally and downwardly with a combustion chamber between the adjacent ends of the cylinders of each set, intake and exhaust valves for said combustion chambers, means below the motor block and operatively connectingy with the intake and exhaust valves for operating' the same, a housing below and connected to the motor block for housing' said means, crank cases carried by the opposite sides of the housing' and having crank shafts therein operatively connecting` with the intake and exhaust valve operating' means for operating' said valves at every two revolutions of the crank shafts, and pistons in the cylinders and operatively connecting with the crank shafts, the crank cases consisting' of upper and lower removable crank case plates, the removal of which permits access to the crank shafts and the connecting rods, permitting the pistons to be removed without disturl ing` the motor block and the valve operating means.

3. A multiple cylinder combustion motor including a motor block provided with a plurality of sets of cylinders, the cylinders of each set diverging laterally and downwardly with a combustion chamber between the adjacent ends of the cylinders of each set, intake and exhaust valves for said combustion chambers. means below the motor block and operatively connecting with the intake and exhaust valves for operating the same, a housing below and connected to the motor block for housing' said means, crank cases carried by the opposite sides of the housing and having crank shafts therein operatively connecting with the intake and exhaust valve operating means for operating said valves at every two revolutions ofthe crank shafts,-and pistons in the cylinders and operatively connecting with the crank shafts, the crank cases consisting of upper and lower removable crank case plates, the

removal of which permits access to the crank shafts and the connecting rods, permitting the pistons to be removed without disturbing the motor block and the valve operating means` the housing for the intake and exhaust valve operating' means including an oil pa n at the hott'ain the removal of which permits of access to the valve operating' means.

el. In a multiple cylinder combustion motor, a motor block including' divergent cylinders in sets with combustion chambers between the adjacent ends of the cylinders, pistons operable in the cylinders, remote lateral crank cases with crank shafts therein operatively connected with the pistons. a housing; below the motor block and in between the crank cases, intake and exhaust valves for the combustion chambers, a cam shaft in said housing and operatively connected with the crank shafts, and means operatively connecting' the intake and exhaust valves and the cam shaft for operating the former.

5. A multiple cylinder combustion motor including),` a motor block provided with a plurality of sets of cylinders, the cylinders of each set diverging' laterally and downwardly with a combustion chamber between the adjacent ends of the cylinders of each setv` intake and exhaust valves for said combastion chambers, means below the motor block and operatively connecting with the intake and exhaust valves for operatingl the same, a housing below and connected to the motor block for housing said means, crank cases carried by the opposite sides of the housing' and having crank shafts therein operatively connecting with the intake and exhaust valve operating` means for operating said valves at every two revolutions of the crank shafts, pistons in the cylinders and operatively connectingwith the crank shaftsw the crank cases consisting; of upper and lower removable crank case plates` the removal of which permits access to the crank shafts and the connecting' rods, permitting; the pistons to he removed without disturbing the motor block and the valve operating means, the housing' for the intake and exhaust valve operating means includingan oil pan at the bottom, the removal of which permits of access to the valve operating means, a web depending' from the motor block and located within the housing and carrying' the operative connections of the means for actuatingl the intake and exhaust valves, and a trough or channel carried by the web and adapted to receive lubricant and being located above the cam shaft and the elements of the valve operating means and provided with outlets for feeding lubricant to said elements and the cam shaft.

In testimony whereof he aftixes his signature.

MARTIN HENRY

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US4493661 *Sep 2, 1983Jan 15, 1985Yamaha Hatsudoki Kabushiki KaishaOutboard engine
US4554894 *Nov 2, 1983Nov 26, 1985Johnson Wilfred BTwin piston-per-cylinder engine
US6250263Apr 28, 1999Jun 26, 2001Mark SiscoDual piston cylinder configuration for internal combustion engine
USRE32620 *Sep 11, 1985Mar 8, 1988Sanshin Kogyo Kabushiki KaishaLubricating system for an outboard engine
WO2012142530A1 *Apr 13, 2012Oct 18, 2012Pinnacle Engines, Inc.Opposed piston engine with non-collinear axes of translation
Classifications
U.S. Classification123/51.0AA, 123/90.39, 123/90.38, 123/90.64, 123/195.00R, 123/196.00R, 123/90.34
International ClassificationF02B75/00, F02B75/22, F02B73/00
Cooperative ClassificationF02B75/225, F02B73/00
European ClassificationF02B75/22D