US1476351A - Twin-cylinder two-stroke internal-combustion engine - Google Patents

Description

Dec. ,4 1923. 1,476,351

D. STANGER TWIN CYLINDER TWOSTRCKE INTERNAL COMBUSTION ENGINE Filed July 12, 1920 I 4 Sheets-Sheet 1 D. STANGER TWIN CYLINDER TWO-STROKE INTERNAL comausnou ENGINE Dec. 4 1923.

Filed July 12, 1920 4 Sheets-Sheet 2 Dec. 4 1923. 1,476,351

D. STANGER TWIN CYLINDER TWO-STROKE INTERNAL COMBUSTION ENGINE Filed July 12, 1920 4 Sheets-Sheet 5 L I e r ,3 w 7&2

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D. STANGER TWIN CYLINDER TWO-STROKE INTERNAL COMBUSTION ENGINE Filed July 12, 1920, 4 Sheets-Sheet 4 Patented Dec. 4, 1923.

UNITED STATES- DAVID STANGER, OF STROUD, ENGLAND.

TWIN-CYLINDER TWO-STROKE INTERNAL COMBUSTION ENGINE.

Application filed July 12,

T0 (1Z6 1127mm it may cance /'11 Be it known that T, Davin Samoan, a subject of the King of Great Britain and Ireland, and a resident of Stroud, county of Gloucester, England, have invented a certain new and useful Improvement in Twin- Cylinder Two-Stroke Internal-Combustion Engines, of which the following is a speciiication.

This invention relates to two-stroke internal combustion engines of two cylinders with independent firing in each cylinder, resulting in two power strokes per revolution, and in which the crank case is divided into pressure compartments. The said invention contemplates an arrangement of the crank case for a V-shaped disposition of the cylinders by means of which the outward configuration of most V-type twin-cylinder engines is attained and is therefore capable, among other advantages, of adaptation to standard motor cycle frames. I

The objects of the invention are, to permit the use of a short and preferably solid crank shaft; to enable the centres of pressure of the piston, the axis of the connecting rod, and the middle of the crank to be in the same straight line, to reduce the overall dimen sions of the engine to a minimum and to ensure a minimum lateral displacement of the cylinders, thereby avoiding undue vibration and any necessity of balancing the crank shaft by counterweights; to reduce the number of parts to a minimum and'ensure rapidity, compactness and reliability. A further object of the invention is to prevent leakage between the compression chambers and between the compression chambers and atmosphere.

The invention consists for the main part in the provision in an engine of the type described of a crank case consisting of a casting in two parts, the two parts when together comprising two crank compression compartments side by side and separated by a common vertical wall or partition which is pierced for the passage of the crank shaft. The crank shaft takes its bearings in the external walls of the crank case on either side. The two parts of the casting are divided in the horizontal plane containing the axis of the crank shaft and its bearings, so that, when the two parts are separated, the crank shaft, which for that reason may be made solid, may be readily removed. The upper part of the casting carries the cylinder plat 192d. set-1m No. 395,758.

forms, arranged at a suitable angle on its upper surface, and the live gas ports, the gas port for each cylinder preferably passing over the partition wall across the middle line of the casting and coming up behind the otter cylinder platform so as to economize space. It also bears lugs or other suitable means of attaching the casing to the frame. The lower part contains the lower portions of the two crank compression chambers, the dividing partition, and the lower halves of the crank shaft housings. The two parts of the casings are united, when assembled, preferably by nuts and bolts.

The invention further consists of an improved of crank shaft bearing-bushes to minimize loss of compression in the shape of solid bearing bushes of T-section disposed in corresponding recesses in the casting with washers as hereinafter more particularly described.

In order that the said invention may be readily understood, reference is directed to the following description and accompanying sheets of drawings wherein one practical embodiment with cylinders set at or about an angle of 45 degrees is illustrated in more or less diagrammatic manner, and in said drawings:

Figure 1 is a plan, cylinders removed.

Figure 2 is a part sectional side elevation.

Figure 3 is a section through 00, m-Figure 2; and,

Figure 4 is a side view of Figures 1 and 2, cylinders removed.

Like letters of reference indicate corresponding parts in the severalviews.

The crank case is indicated as a whole by a, and has a staggered arrangement of platforms Z) and c for the cylinders b and 0 Thus, the latter may be set, nearly or subst-antially in the same plane, as will be more clearly seen from Figures 1, 3 and 4c. In Figures 1 and 3, the crank case dividing wall (Z in seen, and it is arranged to allow the transfer port 6 to lead from the crank case chamber to cylinder 5 behind platform 0, and the transfer port f to lead from the crank case to cylinder 0 behind platform 5, thereby minimizing the amount of stagger of platforms 0, b, which determine the stagger of cylinders 0 and 72 respectively.

In Figures 2, the connecting rods 0 and 79 with roller bearings 0 and p are shown.

In conjunction with the foregoing arrangement of crank case, it is preferred to em ploy the gas-tight means of retaining the crank case compression illustrated, but the said crank case with the attendant staggering of cylinders, the arrangement of transfer passages and other details is not neces sarily confined to this means. The said gas-tight means consists of T-section solid bushes and 7: which are fitted in recesses bored in the crank case, the centre bush i being a split one held by means of a special split wire ring 2' Figure 3 also shows how the driving load is taken on the crank shaft 2' by two double-row ball bearings m and 11, with fibre Wasl'ier's n and n which minimize the loss of crank case compression. The bushes 2', j, and 7a retain compression for very long periods and require very little attention except for an occasional turn of the grease caps i 3' and Z2 about every five hundred miles. The bushes i, and is are furnished with grease grooves which allow the grease to pass through the channels Q,

r and s to the crank shaft Z. Figure shows also how the construction allows the employment of a very short crank, practically eliminating all Whip, a very important feature. In, Figure 4 are shown the grease caps i j and is, and also the stagger and sloping platforms 6 and c hereinbefore referred to are clearly seen.

Four of the eight bolts ((4 a, a and a which hold the two halves of the crank case" (2 together are shown.

It is to be understood that the invention is capable of modification on the broad lines indicated in the foregoing description without departing from the spirit of the invention.

I claim In an internal combustion engine of the class described, a crank shaft, a crank case consisting of two parts adapted to be joined at the line of the crank shaft and forming two compression compartments, a common vertical partition separating the compartments and pierced for the passage of the crank shaft, cylinder platforms carried by the upper part, and said upper part having a gas port for each cylinder, said port being led over the partition and across the middle line of the casing and up behind the other cylinder.

In testimony whereof I have aflixed my signature hereto this th day of June, 1920.

DAVID STANGER.

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