Lever-type two-cycle internal combustion engine

Claim 2

In a lever-type internal combustion engine, the combination of: a. a crankshaft, b. a plurality of power cylinders and air charging cylinders communicating with said power cylinders, c. said power and air charging cylinders being each provided with a piston and a piston rod pivotally connected at its inner end with said piston, and d. a lever system whereby the power cylinder pistons and piston rods drive the crankshaft, e. said lever system consisting of the piston rods of the power and air charging cylinders pivotally interconnected at their outer ends, f. the piston rods of the air charging pistons being also operatively connected intermediate their ends to the crankshaft, g. whereby said air charging cylinder piston rods function as second class levers between the power cylinder piston rods and the crankshaft, h. The pivotal connection between the piston and inner end of the piston rod of the air charging cylinders functioning as the fulcrum of the lever, i. the pivotal connection between the outer end of the piston rod of the air charging cylinders and the outer end of the piston rod of the power cylinders functioning as the force applying point of the lever, and j. the operative connection between the crankshaft and the piston rod of the air charging cylinders functioning as the load applying point of the lever.

Claim 3

A lever-type internal combustion engine in accordance with claim 1, wherein: a. the power cylinders are arranged in linearly opposed pairs b. to enable each cylinder of each pair of power cylinders to absorb the inertial thrust of the piston and piston rod of the other cylinder.

Claim 4

A lever-type internal combustion engine in accordance with claim 1, wherein: a. one air charging cylinder is provided for two power cylinders, b. the volumetric capacity of each said air charging cylinder being sufficient to concurrently scavenge and recharge both power cylinders.

Claim 5

A lever-type internal combustion engine in accordance with claim 3, wherein: a. the power cylinders are provided with inlet and outlet ports, and b. means for concurrently opening both ports, c. whereby the power cylinders may concurrently be scavenged and recharged by the air charging cylinders with which they are in communication.

Claim 6

In a lever-type internal combustion engine, the combination of: a. a plurality of power cylinders arranged in pairs, b. each pair of power cylinders being coaxially aligned in opposed positions, c. pistons in each pair of opposed power cylinders, d. piston rods pivotally connected at their respective inner ends to said pistons, e. said piston rods being pivotally connected at their outer ends to each other, f. a plurality of air charging cylinders, g. there being one air charging cylinder for each pair of opposed power cylinders, h. a piston in each said charging cylinder, i. a piston rod pivotally connected at its inner end to each said charging cylinder piston, j. the outer end of the piston rod of each charging cylinder being pivotally connected to the pivotally connected outer ends of the piston rods of the corresponding pair of opposed power cylinders, and k. a crankshaft having a plurality of crankpins, one for each air charging cylinder, l. the piston rod of each said charging cylinder being operatively connected intermediate its inner and outer ends to one of the crankpins of the crankshaft, m. whereby the piston rod of each said charging cylinder functions as a lever of the second class between the piston rods of the corresponding pair of opposed power cylinders and the crankshaft, n. the pivotal connection at the inner end of the piston rod of each charging cylinder comprising the fulcrum of the lever, o. the pivotal connection at the outer end of the piston rod of each charging cylinder being the point at which force is applied to the lever by the piston rods of the pair of opposed power cylinders, p. The operative connection intermediate the inner and outer ends of the piston rod of each charging cylinder being the point of applied load between the lever and the corresponding crankshaft pin.

Claim 7

In a lever-type internal combustion engine, the combination of: a. a plurality of power cylinders arranged in pairs, b. each pair of power cylinders being coaxially aligned in opposed positions, c. pistons in each pair of opposed power cylinders, d. piston rods pivotally connected at their respective inner ends to said pistons, e. said piston rods being pivotally connected at their outer ends to each other, f. a plurality of air charging cylinders, g. there being one air charging cylinder for each pair of opposed power cylinders, h. a piston in each said charging cylinder, i. a piston rod pivotally connected at its inner end to each said charging cylinder piston, j. the outer end of the piston rod of each charging cylinder being pivotally connected to the pivotally connected outer ends of the piston rods of the corresponding pair of opposed power cylinders, and k. a crankshaft having a plurality of crankpins, one for each air charging cylinder, l. the piston rod of each said charging cylinder being operatively connected intermediate its inner and outer ends to one of the crankpins of the crankshaft, m. whereby the piston rod of each said charging cylinder functions as a lever of the second class between the piston rods of the corresponding pair of opposed power cylinders and the crankshaft, n. the pivotal connection at the inner end of the piston rod of each charging cylinder comprising the fulcrum of the lever, o. the pivotal connection at the outer end of the piston rod of each charging cylinder being the point at which force is applied to the lever by the piston rods of the pair of opposed power cylinders, p. The operative connection intermediate the inner and outer ends of the piston rod of each charging cylinder being the point of applied load between the lever and the corresponding crankshaft pin.

Claim 8

A lever-type internal combustion engine in accordance with claim 5, wherein: a. there are four pairs of opposed power cylinders, and b. four air charging cylinders, c. the four pairs of opposed power cylinders being arranged in parallel side-by-side relationship in a first common plane, d. the four air charging cylinders being arranged in parallel side-by-side relationship in a second common plane, e. the crankshaft being also disposed in said second plane as well as in a third plane, f. the first and third planes being parallel to each other and perpendicular to the second plane.

Claim 9

A lever-type internal combustion engine in accordance with claim 5, wherein: a. the first plAne in which the power cylinders are disposed and the third plane in which the crankshaft is disposed are horizontal, and b. the second plane in which the charging cylinders and crankshaft are disposed is vertical.

Claim 10

A lever-type internal combustion engine in accordance with claim 5, wherein: a. the stroke of the pistons of the power cylinders is relatively long, and b. the bore of said power cylinders is relatively small, c. such that the length of the stroke exceeds the diameter of the bore.

Claim 11

A lever-type internal combustion engine in accordance with claim 5, wherein: a. each air charging cylinder communicates with two power cylinders, b. the volumetric air charging capacity of each said charging cylinder being sufficient for concurrent scavenging and recharging of the two power cylinders with which it communicates.

Claim 12

A lever-type internal combustion engine in accordance with claim 5, wherein: a. the power cylinders are provided with inlet and outlet ports, b. the pistons within said power cylinders being adapted to open and close said inlet and outlet ports, c. and being adapted to open both ports concurrently to enable the communicating air charging cylinder to concurrently scavenge and recharge the power cylinders, d. said pistons being also adapted to close both ports for the compression and power strokes of said power cylinders.