US1423073A - Adolph behn - Google Patents

Description

A. BEHN AND I. G..SCHMITT.

INTERNAL coMBUsTloN MOTOR.

APPLICATION FILED AUG. I2, 1920.

Patented July 18,1922.

SHEET I.

5 SHEEIS QHHH JI Ik IIIIIIIIIIIIJ A. BEHN AND I. G. SCHMITT.

INTERNAL COMBUSTION MOTOR.

APPLICATION FILED AUG-I2, 1920. 1,423,073. Pafented July 18, 1922.

5 SHEETS-SHEET 2.

31a/Danton: I ADOLPH 5mm donn G SCHMITT, @5a/M @I'IS'OLMQA A. BEHN AND1. G. SCHMITT.

INTERNAL COMBUSTION MOTOR.

APPLICATION EILED AUG. l2, 1920.

Patented July 18, 1922.

5 SHEETS-SHEET 3.

FIG .4.

A. BEHN AND LIG. SCHMITT.

INTERNAL coMBusTloN MOTOR.

APPLICATION FILED AUG.I2, 1920. 1,423,073. Patented July 18,1922.

5 SHEETS-SHEET 4.

ADOLPH EHN donrl @15mm mi A. BEHN AND I. G. SCHMITT.

INTERNAL COIVIBUSTION MOTOR.

APPLICATION FILED AUG.I2. 1920.

1 ,423,073. Patented July 18, 1922.

IO lo FISIO.

325 '52 Z4 3mm/wow mental pre-requisites have at all times UNITED STATES `'PATENT OFFICE.

ADOLPH BEEN AND OHN GUSTAV SCHMITT, OF BROOKLYN, NEVJ' YORK.

INTERNAL-COMBUSTION MOTR.

Specification of Letters Patent.

Patented July 18, 192,2.

Application filed August 12, 1920. Serial No. 403,023.

To all whom t may concern.'

Be it known that we, nonni-r Bunn and Jenn" GUsTav Scsrri'rr, citizens, respectively, olf the United States and oit the Republic of France, residing at Brooklyn, in the county of Kings and `State ot New York, have invented certain new and useiul Improvements in .internal-Combustion Motors, of which the following is a speciiication.

Our invention relates to internal combustion motors and more particularly to high powered motors of the multi-cylinder four stroke cycle type.

In the design of gasoline motors for driving automotive vehicles,` four things are especially important: First, it is important to secure maximum power for a given weight and predetermined piston displacement; second, it is important to provide 'for continuous operation, at full speed, if necessary, for periods of long duration and with the least possi-ble wear and tear on the working or moving parts of the motor; third, it is important to secure maximum power output with a minimum of fuel consumption; and fourth, it is important to so arrange the working pistons, the crankshaft and connecting rods, in a four stroke cycle motor, that the driving power, generated through the successive explosions in the motor cylinders, is transmitted evenly and uniformly to the crank-shaft and with the least possible vibration. ln the design and development oit our motor, these fundabeen borne in mind.

The motor of our invention is principally characterized by the provision of two working pistons for each of the motor cylinders, the pistons of each cylinder at all times moving oppositelyni. e., alternately toward and away from each other; the eX- plosion of the combustible gases, between the opposed cylinders, driving the pistons apart. ment is old. Prior explosion motors, however, in so far as we are aware, it practical, have included but a single cylinder, and in each instance have operated on the two stroke cycle principle. Accordingly, it is an object ofthe present invention to de- Broadly, such a piston arrangevise a four stroke cycle, multi-cylinder motor, in which two working pistons for each motor cylinder are provided (instead ot one as heretofore). Through such an arrangement the power output oit the motor tor given piston displacement is materially increased, uel consumption minimized, weight decreased, vibration lessened, compression augmented, production cost reduced, suction increased, and a uniform power transmission between the working pistons and the'crank-shaft of the motor obtained. A motor having a higher all around eiliciency is the result.

A further characteristic ot the invention is the grouping oi' the cylinders in blocks of two each and the provision of a single counter-shaft for each cylinder block. ln the embodiment of our invention selected for illustration a :tour cylinder, vertical cylinder motor is shown. The countershafts, one for each cylinder group, are mounted overhead and are connected with the upper pistons of the several cylinders and with the crank-shaft. The crank-shaft is contained in the crank-case and is rectly connected with the lower pistons ot thevseveral cylinders by ordinary connecting-rods. The counter-shafts are movable bodily with the upper pistons, and since they are also directly connected with the crank-shaft, obviously the latter receives a doubly strong power impulse with each wor-king or power stroke. The motor, in this regard, may be compared to a steam engine in that the power-shaft or crankshaft is simultaneously pushed and pulled.

The invention is further characterized by improvements in structural details. Among other-things we have devised, what will be hereinafter designated, demountable or removable counter-shaft guides. Each guide includes a pair of guide plates having opposed parallel vertical grooves between which ball-iaced bearing members, carried by the counter-shafts, are iitted. These ball members or bearings reciprocate between the guide plates and at all times firmly though movably hold the counter-shafts in place. Preferably, two bearing members are provided for each cylinder.

Still another characteristic of the invention 1s the grouping of the cylinders 1n a manner such that the pistons of adjacent cylinders (the cylinders cast en bloc) will `move simultaneously and alike, i. e., will execute simultaneously on the one hand the power' stroke and the intake stroke, and on the other hand, the compression stroke and the eXhaust stroke, or vice versa, thereby necessitating the use ot' but a single overhead counter-shaft `for each cylinder group. Were the liring order otherwise, individual counter-shafts for the individual cylinders would be required.

It will be further noted hereinafter that still other improvements and refinements in details of construction and arrangement ot parts exist. The valve chambers or valve castings, like the overhead counter-shaft guides, are madev demountable and are preterably fastened to the cylinder blocks inter mediately of the cylinder ends. But one set ot valves is provided for each cylinder and the valve chamber castings, of which there aretwo, rare fashioned to accommodate tour valves each (two intake and two exhaust) and to span the cylinders constituting a single group. For cooling, the valve chambe s are water jacketed, the valve chamber 'jachets and `the water jackets provided tor the motor cylinders being in communication. Valve operating mechanism ot more or less conventional design is used and operated from a cam-shaft contained in the crankcase and geared to the crank-shaft; the gear ratio being two to one. The 'manner in which the water-pump, generator, magneto, and other motor accessories are mounted and arranged will be fully hereinafter explained. It is suflicient to emphasize at this time that the motor in its entirety is notably :tree from intricacies otmechanical detail, strong, light in proportion to horse-.power developed, reliable, and so organized. and arranged as to render all parts readily accessible for repair or replacement purposes.

In the drawings, wherein the ."arious structural details of the motorl are fully illustrated, and wherein like reifer-ence characters denote. like or corresponding parts,

Fig. 1 is a side elevation of our improved four stroke cycle multi-cylinder motor,

Fig..2 is a top plan view,

Fig. 3 is a longitudinal vertical sectional view,

Fig. 4 is a transverse vertical sectional view showing the Cain-shaft gearing and j ack-shaft drive, K

Fig. 5 is a transverse vertical sectional view through one ot the passageways formed in the cylinder castings between the cylinders constituting a cylinder group,

ig. 6 is a detail longitudinal vertical sectional view, partly in eleva-tion, of one ot the cylinder groups showingl the countershalt construction and its relation to the vertical guides,

7 is a detail plan view ot a portion ot one ol: the cylinder groups,

Fig. 8 is a detail perspective view ci one ot' the counter-shaft guides,

F ig. 9 is a detail longitudinal vertical sectional view of one of the motor cylinders showing the relation or the valves (intake and exhaust) thereto, and

Fig. 10 is a section on the line 10-10 ot Fig'. 9.

In the embodiment et the invention herein illustrated, alour cylinder, vertical cylinder motor is shown. @bv'iously the number' of cylinders may varied, and ii" desired, the cylinders may be arranged horizontally or otherwise. ot the motor comprises an upper crankcase section 10, a lower crank-case section 11, integral main crank-shaft bearings 1Q (three in number), lateral arms or bearers 13 (four in number), and an integrally formed enlargement le having' provision thereon in the iforni oit a lug 15 ttor centering the motor on the chassis (not shown) an automobile or other automotive vehicle. The crankshaft 1G ot the motor extends 'throughout the tull length oit the crankcase and at its 'forward end is equipped with suitable clutch mechanism 17 Ylor cranking or starting and at its rear end (without lthe crank-case) with a tty-wheel 18, the pur'- pose ci' which is obvious. ylhe crank-case sections 1G and 11 are bolted together vas indicated at 19 and the lateral arms or bearers 13 ot the crank case are arranged two on either side, to rest upon'the motor support. The main bearings 12 are spaced equi-distantly and extend transrerselyog the upper cranlncase section 10. Preferably the bearings 19 are flanged or ribbed tor increased strength and divided; the bearing sections being bolted together as indicated at 2t).

rlhe number of cylinders shown is tour. Fleginning atv the forward end of the motor,

rlhe crank-casev the cylinders are numbered resgicctively 2l,

Q2, 23 andV 241A; the cylinders 21 and :22 censtituting one group or cylinder block and the cylinders 23 and 24 the other. W'hen the number of cylinders is increased to 'more than tour (eight lor instance), they, the cylinders, may be grouped `tour to a group or cylinder block or, it desired, two `to a group as shown. ln either construction the cylinders are supported directly upon and fastened to the upper crank-case section 10 coincident with openings 25 formed in the crank-case. For convenience in assembly the cylinder groups are `made removable.

llach cylinder block or lgroup comprises an integral casting having a central vertical bore or passageway 26 t'orined init be- Y tween the cylinders. The cylinders and the passageways 2G are both, or rather all, open ended and the passageways are in registry with openings 27 formed in the oranlfcase section l0. Nithin the bearings or passageways 26 connecting rods 28 operate.

As explained hereinbe'iore, each cylinder is provided with two working pistons. 'fihc pistons ot each cylinder are designated as 29 and 30; 29 designating the lower tons and 30 the upperpistons of the several cylinders. The provision ot two pistons per cylinder, in a 'tour cylinder motor, puts the total number` of pistons at eight, i. e., a number corresponding to the number ordinarily provided in an eight cylinder motor ot conventional design. The pistons 29 and 30, however, considered collectively, do not, as in the ordinary motor, operate, one at a time, in a predetermined tiring order. Contradistinctively the pistons operate in pairs, the pistons of one cylinder acting oppositely and at all times moving` either toward or away 'from each other. in this manner the explosion charge admitted to the combustion chambers ot the several cylinders7 when compressed and ignited, drives the pistons apart; directly imparting to both pistons ot each cylinder a power impulse which is transmitted to the crankshafttrom the lower pistons directly and trom the upper pistons indirectly. Ao cordingly, the power output of the motor per cylinder, and for a given piston dis placement, as well as for a given amount ot fuel, is appreciably increased, and a larger percentage of the total number ot' heat units available converted into energy and utilized. Moreover, the piston stroke is shortened, compression augmented and induction due to suction intensied.

lif'lfechanically, the'pistons 29 and 80 are quite similar in construction and design to the pistons ot the ordinary one-piston-percylinder motor. Each is yprovided with an appropriate number of piston rings 3l and each receives its power impulse through the explosion ot an ignited fuel charge.

The valve mechanism for controlling the intake and exhaust of the fuel charge and burnt gases respectively comprises an intake valve 32 and an exhaust valve 33 for each motor cylinder. Preferably the valves 32 and 33 are contained in a divided valve casting 34 ot a construction adapting a single casting to receive the separate valves tor the cylinders of a group. The castings are bolted or otherwise removably tastened indicated at 35 to the cylinder groups or blocks, and as illustrated in Figs. and 9, are positioned interinediately ot the ends of the cylinders rather than at one end there Ot as heretofore. The valves 32 and 33 are each confined to suitable valve chambers, an individual valve chamber being provided for each of the several valves. In the interest of simplicity however, the individual valve chambers are open to the cylinders by .vay ot combined intake and exhaust ports 35 g but a single port being thus required 'from each motor cylinder. lViloreovcr, .instead ot providing a number ot intake and exhaust valves in direct proportion to the number of pistons actuated on by an ignited charge the number required is herein reduced by halt, a characteristic tending to minimize weight and cut production cost to a minimum.

The valve operating mechanism is directly acted upon by cams 3G moimted on the cam shaft 3i" ot the motor. The camshaft in parallelism with and is mounted in suitable bearings Si inside the crank-case, an enlargement ci' the crank-case denoted 38, being provided for this purpose. Cam-i`ollowers 39 extend into the cranlrecase enlarge-- ment 38 in axial continuation et a correspending' number o'l' push rods es). The inner or enclosed ends ot the cam-followers are provided with enlarged bearing surfaces il which bear directly on the cams 86. The outer ends ot the cam-followers, on the ends which bear directly against the push rods, though somewhat similarly enlarged as 4t2, are nevertheless made adjustable in order that the space between the cam-'followers and push rods may be varied. Loclenuts @t3 prevent movement of the adjustable bearing surfaces l2 sul sequent to adjustment.

The push rods d0, which are nothing more nor less than attenuated valve stems, reciprocate indirect proportion to the rotating speed of the cam-shaft. For every revolution ot the cam-shaft the push rods are actuated once, such actuation being directly a inst the tension of' springs lli which enc le the push rods and bear respectively against discs l5 adjustable on the rods and the under walls ol? the valve castings 3e. These springs ist tend to urge the valves and at all times l,into seating engagement with their respective valve seats. Meshing gears 4:5 and 46, having a gear ratio oli two to one, drive the cam-shaft from the crankshatt thus imjiiarting to the former one complete revolution for every two complete revn olutions of the crank-shaft.

in a tour cylinder motor ot the type disclosed, fourteen connecting-rods are used.

The lower pist-ens 29 or each cylinder are directly connected with the crank-shaft by connectingrods 47. In this way the power impulses applied to the pistons 29 are transmitted directly to the crank-shaft. The upper pistons 30, as distinguished from the lower pistons 29, are directly connected with overhead counter-shafts 4.8 by connecting rods 49. Accordingly, the power impulses applied to the upper pistons 30 are direct1v *J transmitted to the counter-shafts. rThe lA l. O

countershafts 4850i' which there are two, one for each cylinder group, are mounted directly over the uppercylinder ends, and are bodily removable with the pistons 30. From the counter-shafts, power is transmitted to the crankshaft by the connectingrods '28 and connecting-rods 49, the connecting-'rods 28, as hereinbeiiore point-ed out, Abeing extended througl'i the passageways 26 termed in the cylinder blocks or castings. rlhe connecting rods 49 are preferably arranged at opposite ends of thecylinder castings and with the connecting-rods 28 are so related `to the connecting rods d? as to exert on the cranlrshaft 16 a pull in contra-distinction to the fpush applied to the crank-shaft by the connecting rods et?. l F or each group ot' cylinders vthe cranle shaft is off-set laterally at live difil'erent points making the total number of ofi-sets in the crank-shaft, ten. The oiiisets in the cranr-shaft are alternately oppositely eX- tended, the corresponding oil-sets being respectively provided, on the one Ihand for the two connecting rods e?, and on the other hand for the three connecting-rods 28 andl 19 olthe cylinder group. The former oi' these connecting-1'ods (e7) push7 the oranlo shaft in driving it, Whereas the latter v(28 and Li9) simultaneously pull the crankshaft; such simultaneous push and pull before explained, being conducive to smoothness of operation, an increase in power, and a marked decrease in motor vibration at all operating speeds.

`'lhe eountershaits 4S are 4held in place by opposed vertical guide plates 50. rllhe guide plates 50, of which thereare tour (two `tor each cylinder group) are removablytastened directly to the cylinder castings. Each plate (see Figs. 7 and 8) islongitudinally grooved as indicated at 50', the grooves of all plates being parallel. Bearings 51, in the nature of ball bearings, are fitted on 'the countershafts and are held in place by set screws 52. Preferably `the bearings 'are positioned on the counter-shatts between the connecting rods 28, i8 and 49 and are conlined to the sjiace delincd by the guide plate grooves. Thus positioned, the coluitensha'lits are iti-ee to rotate and vbodily reciprocate though firmly held against lateral `displacement by the guide plates 50. 'For lightness and convenience in assembly, the counter-shafts are hollow and are provided with end-caps 53 'held over the shaft ends by rods 54 extended through the end caps and the hollow countershafts as Well.

ln order that a single counter-shaft i8 may su'flice for two cylinders, it is essential that the firing order of the several cylinders bear a certain definite relation to'each other. As herein shown, the firing order is 2--4el-3, the cylinders being numbered 1.-2- Sme consecutively beginning with l at the ieee forward end oit the motor. TWith the lring order thus, the pistons ot acent cylinders or ot' separate cylinder groups at all times move in unison, i. e., the pistons or one of the cylinders oi one Vgroup execute their power stroke simultaneously with the execution of 'the intake stroke of the` pistons of vthe other ylinder and, conversely,tl1e pistons of one oit the cylinders ci the other `group enecute their compression stroke simultaneously with the execution ot the exhaust strolre ot the-pistons ot the remaining cylinder, or vice-versa. Through such an arrangement only is it possible to link up adjacent cylinn ders by the use ot a counter-shaft common to both or all oit `the cylinders oi: group.

For cooling the motor during its opera tion the cylinders are jaclreted as at "i5 and the valve castings 36 are similarly jaclreted at 76, the jacket- s 75 and 76 being in eornmunication (see Fig.. 10). The water or other cooling medium contained in the jackets T5 and 76 is continuously circulated. yby a water circulating pump 77 interpolated in the connection T8 between the bottom end of the radiator 79 and a water manifold pipe 8O extended transversely across' the bottom ends ol the `several cylinder water jackets. A second water manifold pipe 8l, extended across the tops of the Water jackets, and a connection between the manifold pipe '8l and the `top of the radiator, completes the water circuit. The pump 88, together `with magneto '83 and generator Se is driven by a jack-shaft 85 in turn driven from `the crzuilr-shait lo. The driving means tor the jack-shaft 8o illustrated in Fig. l andV comprises sproclrets 86 and 87 and a chain 88. Preferably, the jack-shaft is in parallelism with the cranlesha'ft though extended without the cranlr-case'on the side of the motor opposite toV the vcamshaft 97. The carburetor or carburetors used (not shown) may be ol" any -well known construction.

From the i'oregoing it will be `.noted that an increased power out ut per cylinder is attained, due to the pY on arrangement; that vibration ordinarily iii ite n cti ceabl e Vin iuulticylinder :tour stroke cycle motors is minimized due tothe pushwand pull action oit the crank-shaft; that production cost is lowered due to the estreme sinnglicity ot construction; that the weight of the motor is reduced due to its compactness and to the absence or a duplication or" parts; and that i'uel consumption for a given power output is very materially reduced, due principally to the 'fact that each explosion drives two pistons rather than. one heretofore. Furthermore, such improved `constructional details and* relinements as have been pointedV out hereinbe'tore lend great-ly to the desirability ot the motor; especially the vgrouping ot the cylinders in pairs and the arrangement ot the counter-shafts and con- CAD necting-rods in a manner such that individual counter-shafts serve the several cylinders of a cylinder group'.

-While we have described our invention in detail in present preferred embodiment, it will be obvious to those skilled in the art after understanding our invention, that various changes and modifications may be made therein without departino" from the spirit or scope thereof. We aim in the appended? claims to cover all such modications and changes.

That is claimed is:

l. ln an internal combustion motor, a cylinder, a piston, a reciprocable counter-shaft, a connection between the piston and countershaft, opposed guides for the counter-shaft, each guide including` grooved bearing surface, a bearing member carried by the counter-shaft to fit between and with the grooves of the opposed guides, a crank-shaft, and a connection between the counter-shaft and the crank-shaft.

2. ln an internal combustion motor, a cylinder, a piston, a bodily reciprocable counter-shaft, connection between the piston and counter-shaft, guides for the counter-shaft including plates having paral-` lel grooves formed therein, bearing member carried by the counter-shaft to fit between the grooves of the opposed plates, a crank-shaft, and a` connection between the counter-shaft and the crank-shaft.

3. In an internal combustion motor, a plurality of cylinders, two pistons for each cylinder, the pistons of each cylinder being arranged to alternately move toward and away from each other, a counter-shaft, al guide for the counter-shaft including opposed lguide plates having parallel grooves, a boaring member carried by the counter-shaft tooperate between the plates: within the grooves, a connection between one of the pistons of each cylinder and the counter-shaft, al connection between the other of the pistons of each cylinder and the crank-shaft, and a connection between the counter-shaft and crank-shaft.

e. In an internal combustion motor, a plurality of cylinders arranged in groups of two or more cylinders each, cylinder water jackcts common to the cylinde'rs of each group, two pistons for each cylinder, the pistons of each cylinder being arranged to alternately move toward and away from each other and to define a combustion chamber intermediately of the ends of the cylinders, valve mechanism including an intake valve and an exhaust valve for each cylinder, the valves forthe cylinders of each group being enclosed in removable valve casings common to the cylinders of such group, the valve casings in each instance being situated directly opposite the explosion chambers formed in the several cylinders, valve casing water jackets for the separate valve casings, the valve casing water jackets and the cylinder water jackets being in communication, a crank-shaft, a direct connection between one of the pistons of each cylinder and the crank shaft,` a sepa-rate indirect connection between the other of the pistons of each cylinder and the crank shaft, and valve operating mechanism for the valves.

5. In an internal combustion motor, a. p-lurality of cylinders arranged in groups of two each, the cylinder water jackets common to .the cT linders of each rou i two aistons for each cylinder, the pistons of each cylinder being arranged to alternately move toward and away from each other and to define a combustion chamber intermediately of the ends of the cylinders, valve mechanism including an intake valve and an exhaust valve for each cylinder, the valves for the cylinders of a group being enclosed in removable valve casings common to the cylinders of such group, the valve casings in each instance being situated directly opposite the explosion chambers formed in the several cylinders, valve casing water jackets for the separate valve casings, the valve casing water jackets and the cylinder water jackets being in communication, a crank-shaft, a direct connection between one of the pistons ofeach cylinder and the crank-shalt, a separate indirect connection between the other of the pistons of each cylinder and the crank-shaft, the arrangement of the connections being such for each two cylinders three connections are provided, and valve operating mechanism for the valves.

6. ln an internal combustion motor, two cylinders, two pistons for each cylinder, a crank shaft, a counter shaft., a direct connection between the crank shaft and one of the pistons of each cylinder, a direct connection between the counter shaft and the other piston of each cylinder, opposed,- guide plates arranged on opposite sides of the counter shaft to guide it in its reciprocable movement, a connection between the counter shaft and the crank shaft, and a ball-end formed on the connection last .mentioned to reciprocate with the counter shaft between grooves formed in the guide plates.

7. In an internal combustion engine, a plurality of cylinders, two pistons for each cylinder, a crank-shaft, an overhead hollow reciprocating counter-shaft, a direct connection between theI crank-shaft and one of the pistons of each cylinder, a direct connection between the counter-shaft and the other piston of each cylinder, direct connections between the hollow counter-shaft and the crank-shaft, guides for the hollow countershaft, and caps at the ends of the hollow counter-shaft, each cap being extended into the hollow end thereof.

8. ln an internal combustion engine, a

cylinder, a pie-ton, an overhead counter-shaft reoiproeable with the piston, a crankshaft, ay rigid connection between the counter-shaft and crankshaft, grooved guides for' the Counter-shaft erected upon the cylinder, and ay bell member' Carried by the counter-shaft to operate Within the grooves of the guides,

the ball member being adjustable axially of the eountesliat.

In testimony whereof We hereunto affix l0 our signatures.

ADOLPH BEHN.

JOHN GUSTAV SCHMITT.

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