US1775108A - Internal-combustion engine - Google Patents

Description

Sept. 9, 1930. F. J. OMO

INTERNAL COMBUSTION ENGINE Filed April 1928 2 Sheets-Shee hug r w &

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gnue'wtoc Frank J 07790 W Sept 9, 1930. F. J. OMO 1,775,108

INTERNAL COMBUS 'I ION ENGINE Filed April 1928 2 Sheets-Shee 2 gnve'nto1,

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' operatively bustion space Patented Sept. 9, 1930 FRANK .1. onto, or NEW YORK, N. Y.

INTERNAL-COMBUSTIOF' ENGINE Application filed April 4,

This invention relates to improvements in internal combustion engines and especlally to a. novel engine of the opposed piston type.

One of the objects of the invention is to 5 provide an internal combustion engine structure wherein thehorse power may be substantially doubled without increasing the weightof the engine, and wherein each exsplosion is fully utilized to drive opposed 1 pistons. I v

A further object is to furnish an opposed piston type internal combustion engine in which one piston operates within the other;

' the lower or. inner .ends of both pistons being connected to the engine shaft. Another object is to provide a special type of opposed piston engine with means or forcing. an explosive mixture into the same, with a view of rapidly charging the comand expeditiously scavenging the same.

A further object is to furnish an engine of this character, which may be effectively and efiiciently cooled by air instead of by 5 water or similar cooling liquids, for in this improved engine, the head of the cylinder is open to permit air to be drawn into and ejected from the same by one of the reciprocating pistons. The construction is also such that some of the cooling air will enter the exhaust conduit from the inlet end of the latter. I,

A still further object of the invention is to provide novel means for transmitting der engines of various types, or in engines of different cycles.

movement of the pistons to the engine shaft,

1928. Serial No. 267,316.

With the foregoing objects outlined and with other objects in view which will appear as the description proceeds, my invention consists in the novel features hereinafter described in detail, illustrated in the accompanying drawings, and more particularly pointed out in the appended claims.

Referring to the drawings,

Fig. 1 is a vertical sectional view partly in elevation bf one embodiment of the improved engine.

Fig. 2 is a similar view taken on line 2-2 of Fig. 1. v v

Fig. 3 is a sectional view of a charge forming and forcing device which may be used with the invention.

Fig. 4 is a transverse horizontal sectional view, taken on line 44 of Fig. 2.

In the drawings, 1 designates the crank case of the improved engine, which may be of any desired shape or construction to accommodate certain moving parts of the engine, and form an oil chamber for lubricating purposes. This case carries the tubular cylinder '2, which is in the shape of a sleeve having a flange 3 at its lower or inner end, for use in securing the same to the crank case.

An inlet 4, for the explosive charge, may be arranged near the lower end of the cylinder, and an outlet 5 for the exhaust gases may be located near the .upper end of the cylinder.

Air cooled fins 6 are preferably arranged on the exterior of the cylinder, and the interior of the latter is bored smooth and in cylindrical form to provide a guide for the upper or outer piston 7.

his piston includes a head 8 and a cylindrical skirt 9 which reciprocate vertically in the cylinder. A spark pluglO is connected M to the head, to take care of ignition. The engine is designed to have the compression ratio reduced to a point where the ignition will not be automatic, and the spark plug will be used at all times. Of course, the compression ratio may be increased if desired, and then the use of the spark plug can be eliminated after the engine starts.

Air cooled fins 11 are also preferably used on the outer side of the top 8 to prevent the These pistons are used to transmit the forces of the explosions to the engine shaft, and for this purpose, the outer piston is provided at diametrically opposite sides, with depending legs, each having a pair of projecti-ng shafts 17, carrying rollers 18 which have their peripheries spaced slightly apart to receive cams 19 forming part of cam plates 20, which have bosses or hubs 21, fixed or fast on the engine shaft 22; the latter being freely rotatable in bearings 23 on the crank case.

The inner piston is also provided with pairs of rollers, but in this instance, the rollers 24 of the upper pair are mounted by means of ball hearings or the like, on a shaft 25, and this shaft is connected to the inner piston, and carries a link 26 that supports a short shaft 27 carrying on ball bearings or the like. rollers 28 which have their peripheries spaced from the rollers 24, so that therollers 24 and 28 may engage opposite faces of cams 29, carried by cam plates 30, having hubs 31 fixed to the shaft 22.

It may be clearly seen from Fig. 2 that the cams 19 and 29 are preferably of substantially elliptical shape and arranged in crossed relation. In this construction, the pistons, due to an explosion within the combustion chamber 32, will move apart and rotate the cams and engine shaft, and as the engine shaft continues to rotate under the momentum of the fly wheel33 (fast on the engine shaft), the heads of the pistons will again-be moved toward each other.

In the improved engine, it is desirable to force the explosive mixture in under pressure, with a view of obtaining a rapid introduction of the charge, and a quick expelling of the exhaust gases. One means of accomplishing this result, is illustrated. It may include a stationary casing 34, arranged alongside the crank case, with the engine shaft projecting into the same. A paddle or blade 35 is fast on the engine shaft within the casing, and this blade, as it rotates, draws air into the casing through an air intake con-' duit 36, and then forces it out under pressure through a pipe 37 having a suitable control throttle 38. As the paddle rotates, it picks up fuel from a pool 39 which is kept replenished, from a supply tank (not shown), that feeds through a pipe 40, controlled by a float valve 41. To operate the float 42 of this valve, the chamber 43 is placed in communication with the casing 34, by means of a pipe 44.

Instead of this construction, I may use a blower to force air through the air intake of an ordinary present day standard carburetor. The blower, of course, would be driven'by the engine.

The pipe 37 leads to the inlet 4 of the cylwith the outlet 5 of the cylinder. It may be also clearly seen from the drawing, that the skirt 9 of the outer piston provides valve means for controlling the ports 4 and 5.

In the operation of this engine, when the shaft 2 is turned to start the motor, the paddle 35 will force an explosive mixture under pressure, into the pipe 37, and as the pistons in moving apart, approach the position shown in Figs. 1 and 2, an explosive charge from the pipe 27 will rush into the combustion chamber 32, through the ports 4 and 13, and if there is any exhaust gas in the combustion chamber, this entrance of the explosive charge will act to expel such exhaust gas through ports 14 and 5, into the exhaust pipe 45.

vAs soon'as the explosive charge has been admitted, the shaft 22 in rotating, will cause the cams 19 and 29 to move the piston heads toward each other, and as the outer piston 7 moves, its ports 13 and 14 will pass out of register with the ports 4 and 5, and consequently, the combustion space will be sealed. As soon as the charge has been compressed sufliciently, the spark plug 10 will be actuated to ignite the charge, and the resulting explosion will force the heads of the pistons apart, with the result that the rollers of the pistons will drive the cams and the engine shaft.

As the head of the cylinder is always open, it will be recognized that as the engine operates, the head 8 of the outer piston will continually cause a circulation of air about the cylinder, and some of this air will be drawn into the upper portion of the cylinder, and cool the latter, as well as the head of the piston, and furthermore, some of this air will be caused to enter the inlet end of the exhaust pipe 45, as such end will be uncovered by the outer piston, as it moves downwardly.

It will be recognized that the present construction eliminates the necessity of employing cooling water or the like, and also obviates the use of control valves, and enables practically double the horse power to be obtained, without increasing the weight of the engine. It may also be mentioned that it has been customary heretofore, in using engines of the opposed piston type, to transmit the power from the outer piston to the crank shaft, by means including parts extending outwardly beyond the upper end of the cylinder, and consequently, such engines were unfitted for use on automobiles or the mder, and an exhaust pipe 45 communicates.

like, due to the bulky dimensions of the engine. The present engine may be made within the measurements used forthe ordinary internal combustion engine, employing a single piston and having a pitman connecting it to the crank sha From the foregoing, it is believed that the construction, operation and advantages, of

' ers, a shaft, and crosse the invention may be readily understood, and I am aware that changes may be made in the details disclosed, without departing from the spirit of the invention, as expressed in the claims.

What is claimed and desired to be secured by Letters Patent is:

1. In an internal combustion engine, a cylinder having open ends, opposed pistons mounted for reciprocation in the cylinder, one of the pistons being arranged within the other, a shaft, crossed oval-shaped cam tracks mounted on the shaft, and means operatively connecting the pistons to said cam tracks.

2. In an internal combustion engine, a cylinder, opposed pistons mounted for reciprocation in the cylinder a combustion space between said pistons, a shaft, a pair of ovalshaped cams mounted on the shaft, pairs of rollers mounted on one of the pistons and engaging said cams, another pair of ovalshaped cams mounted on the shaft and arranged in crossed relation to the first men t ioned cams, and pairs of rollers on the other piston operatively engaging the second-cams.

3. An internal combustion engine, including a cylinder, opposed pistons arranged in the cylinder for reciprocation, each piston being provided with a pair of opposed rollers, a shaft, crossed cams mounted on the shaft and engaging-said rollers, a combustion chamber between said pistons, intake means adjacent thelower piston, an exhaust openingadjacent the top of said cylinder,

, said upper piston uncovering said opening during compression to aid in cooling said exhaust. 1

4. An internal combustion engine, including a cylinder, opposed pistons arranged 1n the cylinder for reciprocatlon, each p1ston being provided with a (pair of opposed rollannular cam tracks mounted on the shaft and engaging said being arranged within the other, a pair of opposed rollersarranged on each piston within the crank case, a-shaft .m the crank case,

and crossed oval-shaped cams fast on theshaf-tand engaging said rollers.

6. An internal combustion engine mcluding 'a' crankcase, a stationary cyhnder mounted on the crank case and hav1ng 1ts outer end open, opposed pistons mounted for reciprocation entirely within the cylinder, one of said pistons being arranged within the other, the cylinder and one of said pistons being provided with intake and exhaust pos ts arranged to simultaneously register during the reciprocation of the pistons, the exhaust port of the cylinder being arran ed in close proximity to the upper end of t e cylinder tons to said shaft.

FRANK J. OMO.

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