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Publication numberUS1875838 A
Publication typeGrant
Publication dateSep 6, 1932
Filing dateJun 24, 1929
Priority dateJun 24, 1929
Publication numberUS 1875838 A, US 1875838A, US-A-1875838, US1875838 A, US1875838A
InventorsAage E Winckler
Original AssigneeAage E Winckler
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Internal combustion engine
US 1875838 A
Abstract  available in
Images(2)
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Claims  available in
Description  (OCR text may contain errors)

Filed June 24, 1929 2 Sheets-Sheet 1 Sept. 6, 1932'. A. E. wlNcKLER INTERNAL COMBUSTION ENGINE 2 Sheets-Sheet 2 Filed June 24, 1929 Patented Sept. 6, 1932 Pars Aliens. waNcmEm-cr MILWAUKEE WISCONSiNH .ln'rnnnnn. COMBUSTION ENGINE Application filfid June 24,

The invention relates to-internalcomb ustion engines. 1 p

In the operation of *engi-nes designed' for aeronautic purposes, the amount of compressionof the combustible mixtureefi'ectedin the cylinders varies accordingxito the density of the air-which variesin difi'erent altitudes. Thiscauses less compression and "a corresponding reductioniri'power when theengine is operated irrhig lrr altitudes. "To compensate for this variatiomit has heretotorelbeenproposed to adjust the 'piston stroke in an engine of the single cranktype, as 'setforth? Pat ent No. 1,17 4,459 dated ;March 1'6 191 7 Oneobject of 'Ithepresent invent-ion is. "to provide an enginehaving-aplurality of cranks with mechanism which is operable while the motor is running for-varying thelengthof the effective. stroke of the pistons, so that the necessary compression. 'for efficient 'com'bustion and power. *can be maintained in airl'of different densities or in different altitudes.

Another objectof the invention is to provide an engine having more than one crank with .mechanism which comprises "elements such, for -eXa1nple,-'as eccentrics on the crankpins :for varying the length of the pistonstrokes in which the-power stresses transmitted from the pistons to one crank, whichtend to shift or rotate one element relatively to its crank-pin, will counteract or neutralize the stresses tending-to shi'ft'the other element relatively to its crank-pin. By thus neutralizing these displacingxzforces resulting from the power stresses, the elements may be easily adjusted while the engine is in operation, be-

cause the stresses applied to one element are balanced by the stresses applied to .the other element, so .the elements will remain equilibrium .andbe free to be shifted Without resistance by the power stresses; 3

A-further object of the inventioniis to .provide efficient means for .conjointly-adjusting eccentrics on-a plurality ofcranks -to--var,y the length of the piston strokes;

Other objects of the invention-will appear from the detailed description,

lhe invention consists in the several-novel features hereinatter set fOItllrELIlCl morepa-rpiston strokes.

shaft l1 journalledin bearings 16 andl7 in the-crank-casega series of pistons-12 slidable 'in'thecylinders 9; connecting rods 13 respecstrokeof 'the pistons can be' shortened or .l'engthenedito varytheiarea of the compresticul'arly defined by claims atithe conclusion hereof.

In the -drawings: :Fig. 1 is a 2longitudi'nal section o t anengine embodying the invention, the crank sha-ft and rnechani'sm' rotating thereWithHbeing shOWn in elevation; Fig. 2 isasecti-on on line 2&2 of Fig. 3 is a section 'on 1ine3'3 oi--Fig. 1. 'Figut isa longitudinal section. Figs. "5 and '6 are diagram-mati c views illustrating the relativeposition of 1 the i eccentric in diif'erent adjustments,*to produce relatively "long and short Fig. 7 is a section on line 77oifFig.4. e

The invention is exemplified in" an engine -55 comprising a crank case 8, a circular series or cylinders}? in a common plane "a circular series of cyhnde'rs 9 in a common p1ane,"disposedlongltudlnallypf theseries 9; a'crank tively :pivot'edto wrist-pins 14 in pistons 12 :and connecte'd to'rings 15-aroundacrank pin 10''; al'series of pistons 12 slid'able inthe cylin- 'dersg "respectively; connectingro'ds 13 respectively, pivoted at their-outer ends to wristpins-lt in piston's 12 and at their inner ends to rings; 15 =arounda crank pin 10 Any'suitable' valve mechanism may be-provide'dfor gm the admission of "combustible fluid to the cylinders and the exhaust ofthe products of combustion, as'vvell understood in'+the art.

Thecran-k-pins 10 and 10 are nearly diametrically opposite with respect tothe axis-of the crankshaft 11, and are -united to said shaft byjcrank members 11,'11 and areconnecte'dtogether by crank-member 11 An eccentric sleeve 18 is rotatably adjustablekon the crank pin 10 and fits inri ngs 1'5.- An eccento trio sleeve 18 is rotatably adj ustable on 1 the crankpinIO and fits in rings 15 By rotating the eccentric-sleeves 18, 18 on thei'r crank pins,=theefi"ective length of the cranks and the sion space between the pistons 'andthe cylinder heads, and the "compression of the combustible mixture-taken into the 'icylinders, if the air .is rof uniiiorm I density "or to maintain the compression uniform when the density of the air in which the engine is operating,

varies.

Mechanism is provided simultaneously and equidistantly to adjust the eccentric sleeves 18 and 18 rotatively on the crank pins and 10 and comprises a shaft 20 which is coaxial with and disposed in one end of the. crankshaft 11, a pinion 21, fixed to the inner end ofshaft 20; a gear vheel 22 fixed to or integral with one end ofthe eccentric sleeve 18 a bevelled gear 23 rigid with the other end of eccentric 18 a bevelled pinion 24 meshing with gear 23; a shaft 25 which extends longitudinally through the crank-memberll" and to which pinion 24 is fixed; a bevelled pinion 26 fixed to shaft 25; and a bevelled gear 27 fixed to or integral with one end of eccentric18 and meshing with pinion 26. This gearingconstitutes a connection be- V tween the eccentric-sleeves,v which moves bodily with the crank-shaftand-which transmits rotative adjustment of one sleeve onits crank-pinin one direction to rotative adjust- 32 which extend through, and are slidable in longitudinal slots'33 formed'in said end of the crank-shaft. Sleeve31 is rotatableQwith the crank-shaft and is slidable longitudinally therein to rotate the screw-shaft 20 and pinion 21 for adjusting the eccentric sleeves 18, 18. The ends of studs 32 engage openings in a sleeve 34 which is slidably mounted on the crank-shaft, and a split collar 35 engages an annular groove in said sleeve. I One member of collar 35 is provided with a nut 36 which is engaged by a-screw-shaft 37, which is journalled in a bracket 38 on the crank case, and

.has secured thereto a hand wheel 39. A col- 'lar'37, fixed to screw-.shaft'37 with hand wheel 39, holds this screw-shaft against longitudinal movement in the bracket 38.

The outer end of screw-shaft 20 extends through a cap 40 that fits on the end of crankshaft 11 and is provided with a collar 41 which engages the outer face of the cap. The hub of pinion 21 abuts against crank-member 11 so that screw-shaft 20is held against longitudinal -movement but is *free to be rotated by the longitudinal shift of the sleevenut 31. By rotating screw 37 by means of wheel 39, the sleevenut 31 'is shifted longitudinally andthe screw-shaft 20 is rotated to operate the eccentric adjusting mechanism.

To adjust the eccentrics 18, 18 hand-wheel 39 will be rotated. This wheel will rotate screw37 which will shift nut 36 and collar 35 longitudinally, so that sleeve 34 and the screw sleeve 31 will be shifted to rotate shaft 20 by means of screw-thread 20 Shaft 20 will rotate pinion 21 which meshes with gear 22 so that eccentric 18 will be rotated around crank-pin 10 to vary the strokes of pistons 12. Such rotation of eccentric 18* will rotate gea-r 23 which will rotate pinion 24, shaft 25, pinion 26, gear27, and eccentric 18, so that the stroke of pistons 12 in cylinders 9 will be simultaneously and equidistantly adjusted with the eccentric 18 to correspondingly vary the length of the strokes of pistons 12 and 12 This adjustmentmaybe effected while the motor is in operation. The eccentrics 18 and disposed on their crank-pins respectively so thatthe strokes of the pistons 12, 12 will be uniform. The gearing between the eccentrics is of such construction that when the eccentric 18 is rotated around crank-pin 10 in one direction, theeccentric 18 will be r0- vtated on crank pin 10 equidistantly in the relatively opposite '(liIGClBlOIL As a result,

when wheel 39 is rotated, the eccentrics will be simultaneously and conjointly rotated in oppositedirections through the gearing between the sleeves, The power stresses trans mitted to the eccentrics and crank pins by the connecting rods and'pistons, as indicated by the arrows in Figs. 5 and 6, will tend to dis place or rotate the eccentrics in the same relative direction around their respective crank pins. Sincethe gear connection per-' mits rotation of the eccentrics only in relatively opposite directions, and the power stresses will tend to displace the eccentrics in the same relative direction around their respective crank pins, the resultant displacing stresses on one eccentric will, through the interconnecting gearing, be opposed or counteracted by the displacing stresses applied to the other eccentric. For example, if the engine is operated in the direction indicated by the arrows in Figs. 5 and 6, the power stresses will-tend to rotate both eccentrics clockwise around their respective crank pins,

.but the, gearing between the eccentrics will permit only relatively opposite rotation thereof, and as a result, the power or displacing stresses applied to one eccentric will be opposed or counteracted and balanced by the stresses on the other eccentric. Therefore, the eccentrics and the interconnected gearing, while moving bodily with the cranks and crank shaft, will be in equilibrium so that the power stresses will not resist the adjustment of the eccentrics to vary the piston strokes. This eliminates resistance of the power stresses to the rotative adjustment of the eccentrics, and makes it possible to shift the adjustment by slight force, and there Willbe no tendency of the power stresses to 18 are corelatively V adjust the eccentric sleeves or cause unintentional variation of the piston stroke.

The invention exemplifies mechanism for varying the piston strokes in engines with a plurality of cranks which can be easily operated, in which there will be no tendency to displace the eccentric sleeves from the position in which they are adjusted; which can be readily operated while the engine is in operation, and in which the power stresses applied to the eccentrics which control the piston strokes are applied to oppose or neutralize each other to attain the advantages aforesaid.

While the invention has been described in connection with an engine with radial cylinders, it will be understood that it is applicable to other types.

The invention is not to be understood as restricted to the details set forth, since these may be modified within the scope of the appended claims, without departing from the spirit and scope of the invention.

Having thus described the invention, what I claim as new and desire to secure by Letters Patent, is:

1. In an internal combustion engine, the combination of a pair of engine cylinders, each having a piston mounted slidably therein, a crank-shaft provided with a pair of cranks, connecting rods extending between the cranks and the pistons, a pair of sleevelike eccentrics mounted rotatably on the cranks and operative in response'to rotation thereof relatively to the cranks, to vary the length of the piston strokes, and gearing on the crank-shaft forming a driving connection between the eccentrics and constraining the eccentrics when actuated to rotate in opposite directions so that the stresses applied to said one eccentric are transmitted so as to counterbalance the piston stresses applied to the other eccentric.

2. In an internal combustion engine, the combination of a pair of engine units arranged one in front of the other, each of said units comprising a plurality of radially extending cylinders with pistons mounted slidably therein, a crank-shaft for the engine provided with a pair of cranks, a set of con necting rods for one of the engine units extending between and connected operatively to one of the cranks and the pistons of said one unit, a set of connecting rods for the other unit extending between and connected operatively to the other crank and the pistons of said other unit, a pair of sleeve-like eccentrics mounted rotatably on the cranks and operative in response to rotation thereof relatively to the cranks, to vary the length of the piston strokes, and means on the crankshaft forming a driving connection between the eccentrics and operatively to rotate one eccentric in a direction opposite from the other eccentric so that the stresses applied to said one eccentric are transmitted so asto counterbalance the piston stresses applied to v the other eccentric. v

Signed at Chicago, 111., this 20th day of

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US2900839 *Jan 26, 1954Aug 25, 1959Mackintosh Donald D RVariable throw radial pump
US3107549 *Dec 17, 1958Oct 22, 1963Matthews Lyle EContinuously adjustable eccentric crank
US4512290 *May 13, 1983Apr 23, 1985Ficht GmbhCrank guide assembly for internal combustion engines, in particular two-stroke internal combustion engines with facing cylinders
US6170443Jan 21, 1999Jan 9, 2001Edward Mayer HalimiInternal combustion engine with a single crankshaft and having opposed cylinders with opposed pistons
US6247430 *Oct 30, 1998Jun 19, 2001Fev Motorentechnik Gmbh & Co. KommandgesellschaftCompression ratio setting device for an internal-combustion engine
US7207299Sep 14, 2004Apr 24, 2007Advanced Propulsion Technologies, Inc.Internal combustion engine
US7255070May 18, 2006Aug 14, 2007Advanced Propulsion Technologies, Inc.Internal combustion engine
US7383796May 18, 2006Jun 10, 2008Advanced Propulsion Technologies, Inc.Internal combustion engine
US7469664Jun 25, 2004Dec 30, 2008Advanced Propulsion Technologies, Inc.Internal combustion engine
US7728446Jun 25, 2004Jun 1, 2010Advanced Propulsion Technologies, Inc.Ring generator
US20050103287 *Sep 14, 2004May 19, 2005Peter HofbauerInternal combustion engine
US20060124084 *Jun 25, 2004Jun 15, 2006Advanced Propulsion Technologies Inc.Internal combustion engine
US20060138777 *Jun 25, 2004Jun 29, 2006Peter HofbauerRing generator
US20060201456 *May 18, 2006Sep 14, 2006Advanced Propulsion Technologies, Inc.Internal combustion engine
EP0272522A1 *Dec 5, 1987Jun 29, 1988Michael Schenk Dipl.-Wirtsch.-Ing.Crank gearing for reciprocating piston motor
WO1988004356A1 *Dec 3, 1987Jun 16, 1988Michael SchenkCrank mechanism, in particular for alternating piston engines
Classifications
U.S. Classification74/600, 123/55.5, 123/48.00B, 74/571.1
International ClassificationF02B75/32
Cooperative ClassificationF02B75/32
European ClassificationF02B75/32