US2554993A - Internal-combustion engine and crank shaft therefor - Google Patents

Description

P. A. LEBEDA May 29, 1951 INTERNAL-COMBUSTION ENG INE AND CRANK SHAFT THEREFOR '2 Sheets-Sheet 1 Filed Jan. 9, 1948 FIG IN VEN TOR.

P. A. LEBEDA BY I ATTORNEY INTERNAL-COMBUSTION ENGINE AND CRANK SHAFT THEREFOR 7 Filed Jan. 9, 1948 P. A. LEBEDA May 29, 1951 2 sheets-sheet 2 8 M 1 I V a 3 LJ M u INVEN TOR.

P. A. LEBEDA ATTORNEY Patented May 29,

INTERNAL-COMBUSTION ENGINE AND CRANK SHAFT THEREFOR Paul A. Lebeda, Cedar Rapids, Iowa Application January 9, 1948, Serial No. 1,466

@Mypresent invention relates to internal combustion engines and more particularly, although 'not exclusively, to an improved crank shaft for further objects, advantages and capabilities as will hereafter appear and as are inherent in the construction disclosed herein. My invention furtherresides in the combination, construction, and

arrangement of parts illustrated in the accompanying drawings and, while I have shown therein what is now regarded as the preferred embodiment-of thisinvention, I desire the sameto be understood as illustrative only and not to be interpreted in a limiting sense.

: Inthe drawings annexed hereto and forming a part hereof,

Fig. 1 is a side elevation of a crank shaft in accordance with my present invention; V

Fig. 2 is an end elevation looking at the left hand end of the structure as shown in Fig. l; Fig. 3 represents a transverse section taken substantially along the plane indicated by the line 3-3, Fig. 1; l Fig. 4 represents a transverse section taken substantially along the plane indicated by the line 4 4, Fig. 1;

Fig. 5is an end elevation of the structure shown inFig. 1, looking at the right hand end thereof; Fig. 6 represents a transverse section taken substantially along the plane indicated by the line, 6-45, 'Fig. l; f

Fig. 7 is an elevational view, comparable to Fig.1, of an incomplete crank shaft;

Fig. 81s a perspective view of one of the blocks used in connection with the structure shown in Fig. 7 to build up the structure shown in Fig. 1;

. Fig. 9 represents a central longitudinal section of an engine in accordance with my invention; Fig. 10 is a detail view of the forward end of the propeller shaft, in section;

1 Fig. 11 shows a horizontal section of one of the cylinders, with the piston shown in plan view, the

5 Claims. (Cl. 12373) 2 section being taken substantially along the plane indicated by the line I ll I, Fig. 9; and

Fig. 12 represents a longitudinal section through one of the cylinders, substantially along the plane indicated by the broken line l2-l2, Fig. 11.

.Reference will now be made in greater detail to the annexed drawings for a more complete description of this invention. The shaft proper comprises two sections l and 2 which are hollow for the greater portion of their length. These sections I and 2 are connected by crank pins 3 and 4 and supporting plates 5, 6, l, and 8. The plates 6 and l, surrounded by a cylindrical member l0, together with the blocks II and I2, constitute a valve 9 for controlling the flow of fuel to the cylinders. Contained within the cylindrical member Ill are the two blocks l l and I2 which are provided with cavities I3 and [4 which serve as the receiving chambers for charges of carbureted fuel to be delivered to the cylinders.

It will be seen from Figs. 1 and 2 that there are flattened areas I5 and IE on the crank shaft section I. These fiat areas serve as timing means for controlling the firing of the engine, as will be understood by those familiar with the art of internal combustion engines. A fiat spacer or spacing plate I! integrally joins the plates 6 and 'l and separates the space between them into two chambers in which the blocks II and I2 are received. A resilient, rubber-like material I8 is placed between the blocks II and i2 and the spacer plate I1 and is compressed slightly to permit the cylindrical member or sleeve 10 to be put in place. Corresponding to the cavities l3 and M are openings I9 and 2B in the sleeve I0 which permit the explosive charges of mixed fuel and air to enter the cavities l3 and I4. An opening 2| through the plate 6 and a corresponding opening 22 through the plate I serve as means to permit the carbureted fuel to pass from the chambers I3 and [4 into the spaces 23 and 24 in which the connecting rods25 move. It is from these chambers that the fuel passes up into the cylinders 26 and 27 where it is compressed by the pistons and fired.

The pistons 28 and 29 are recessed along their upper edges to give the carbureted mixture increased access to the cylinders. This is shown clearly in Figs. 9, 11, and 12. As is clear from between posts 32 and 33.

Figs. 9 and 11, the cylinders are thin walled and the walls are provided with openings 38 and 3| The openings 3| are covered by a bridge 34 which encloses a channel 35 adapted to convey the carbureted air-gas mixture from the crank shaft chambers to the cylinders 26 and 21.

When the piston is in its lowermost position, the recess 35 in the upper edge of the piston is opposite the openings 3| and free ingress is therefore provided for the mixture entering the cylinder chamber 26 or 2?. Then, when the piston moves upwardly, it closes the openings 3|, acting as a valve to trap the charge of air-gas mixture in the cylinder. The recess 31, at the opposite side of the piston from the recess 36, serves to permit the burned gas to escape from the cylinder, the gas escaping through the openings 30. This happens at the same time as the inlet of gas through the openings 3 I.

The lateral walls and heads of the cylinders are provided with a number of heat-radiating fins for rapid heat dissipation. The cylinders are also provided with flanges 38 by means of which flanges the cylinders are secured to the engine block 39 in which the crank case is located.

It is seen from Fig. 9 that the valve 9, comprising the parts (5, i, ll], H, and I2, serves as a separator between the two sections of the crank case. An enlargement, in the form of an elongated lug, is formed on the lower part of the block and this is provided with a longitudinal slot 4| into which the carbureted mixture is delivered from the venturi in the opening 40, which opens into the slot 3| extending around the crank case about ninety degrees (90). The carburetor is described in detail in another application filed contemporaneously herewith. The opening 42 is the air-admission opening for the carburetor, through the wall of which and the venturi is formed an opening for the reception of the needle valve, shown in the application mentioned above.

In order to make the propeller readily detachable, in event such be desirable, I secure an aluminum plate 43 to the propeller 45 and then pass a bolt l i through the propeller and plate and into the shaft 2. The plate 43 is made with a key 46 which engages in notche cut into the end of the hollow shaft 2, as shown in Fig. 1. This key fits in the notches in the end of the shaft and is held tightly assembled with relation thereto by the screw or bolt 44.

It is of course understood that the specific description of structure set forth above may be departed from without departing from the spirit of this invention as disclosed in this specification and as defined in the appended claims.

Having now described my invention, I claim:

1. A crank shaft for an internal combustion engine comprising a pair of aligned shaft sections, at coaxially arranged circular plate attached to the inner end of each shaft section, a crank pin extending inwardly from each plate toward the other but arranged in diametrical relation with reference to the plates, other circular plates attached to the inner ends of said crank pins and in coaxial relation with reference to the first plates, and a spacer plate connecting the inner plates, holding them in axial alignment and dividing the space between said inner plates into two substantially equal and identical spaces.

2. A motor comprising an engine block having cylinder members mounted thereon, said members having downward extensions fitting into similarly shaped openings in the block, said extensions each being provided with a laterally extending flange by means of which it may be attached to the block, a piston reciprocating in each extension and cylinder, a connecting rod extending from each piston into the block, a crank shaft extending longitudinally of the block, said crank shaft having a crank pin for each connecting rod to which the rods are respectively connected, said block having a transversely extending boss located substantially midway between the cylinders, said boss having a slot extending lengthwise thereof transversely of the block and communicating inwardly with the opening in the block in which the crank shaft is located, a boss on the block having an opening extending therethrough and opening into said slot, a fluid fuel valve extending through a wall of the second boss' and terminating near the axis of the opening through the second boss, and a rotary valve member having compartments receiving fuel from said slot and delivering same to the cylinders.

3. A crank shaft for an internal combustion engine comprising a pair of aligned shaft sections, a coaxially arranged circular plate attached to the inner end of each shaft section, a crank pin extending inwardly from each plate toward the other but arranged in diametrical relation with reference to the plates, other circular plates attached to the inner ends of said crank pins and in coaxial relation with reference to the first plates, a spacer plate connecting the inner plates, holding them in axial alignment and dividing the space between said inner plates into two substantially equal and identical spaces, blocks fitted into and" secured in said spaces, each of said blocks having a compartment in an edge thereof located away from said spacer plate, and a cylindrical sleeve peripherally surrounding said blocks and said other circular plates and secured in place thereon, said sleeve having apertures through the cylindrical wall thereof in alignment with the compartments in the blocks, each of the intermediate plates having an opening in alignment with one of the compartments, whereby to. admit carbureted gas from the engine crank case into said. compartments.

4. In an internal combustion motor, a crank shaft having four transversely extending plates of substantially cylindrical form, the outer plates and the next inner plates being connected by crank pins arranged at opposite sides of the axis of the shaft, the inner platesbeing connected by a spacer plate axially arranged with relation to the plates, blocks arranged on opposite sides of the spacer plate between the inner two of the four transverse plates, each block having on its face remote from the spacer plate a channel serving as a chargefeeding device for feeding charges ofcarbureted mixture to the motor cylinders, and a cylindrical sleeve surrounding said inner plates, said sleeve having two openings through its cylindrical surface connecting with the respective channels in the blocks.

5. A crank shaft for an internal combustion motor comprising spaced coaxial sections of a shaft, a plurality of cylindrical platesv in coaxial relationship with the shaft sections and arranged between them, the outer plates being connected integrally with the inner ends or the shaft sections, the inner plates being integrally connected by crank pins to the inner faces of the outer plates and to each other by a spacing plate, said spacing plate dividing the space between the inner plates into two substantially equal compartments, and blocks located inj'said compartments, said blocks having peripheral cavities, said blocks and inner plates being surrounded by a closely fitting sleeve provided with apertures registering with the cavities in the blocks.

PAUL A. LEBEDA.

REFERENCES CITED The following references are of record in the file of this patent:

Number Number Great Britain of 1923

Images