US928715A - Engine. - Google Patents

Description

T. R. THURBER.

ENGINE.

APPLIMTION FILED mn.1,19o1.

Patented July 20. 1909.

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IN VEN TOR.

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A T. R. THURBER.

ENGINE.

- APPLICATION FILED MAB. l, 1907. 928,71 5.- Patented 4July 2o, 1909. 2 SHEETS-HEEFT 2.

IN VEN TOR.

WITNESSES.-

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PATENT oFFroE.

THOMAS Rr. THUBBER, OF STOCKTON, CALIFORNIA.

ENGINE.

To all whom it may concern:

Be it known that I, .THOMAS R. 'F1-runnen,

a citizen of the United States, and residingy at 733 East Ohatnel street, in the city of Stockton, county of San Joaquin, and State v`of California, haveinvented certain ne-w and useful Improvements in Engines; and I do hereby declare the following to be a full, clear, and exact descri tion of the said invention, such as will enabi)e others skilled in the art to which it most nearly appertains to make, use, and practice the same. This invention relates to improvements in engines, and particularly to engines of the internal combustion type.

In the present state ofthe art, the four cycle type seems to be the' preferred practice in this class of engine, in which one or an even multi le of 'pistons exert torque on a crank sha t. The prime disadvantage in this principle is the fact that at the initial ex ansion ofthe gas the crank pin is at a oint in its cycle presenting a diminished everage. When the crank presentsl its maximum leverage, the gases are greatly diminished in power, and past this center the leverage and the expansion both diminish. The result is scarcely thirty degrees of -power stroke for two revolutions', and this with a very inconstant torque. `The actions of suction, compression, expansion and exhaustion of the gas require four cycles of the crank shaft three of which are a retard load on the cran The ultimate ower of a four cycle engine, therefore is o y y about' thirty degrees-of rotation in every two revolutions vof the crank shaft, necessitating a heavy fly wheel in which to store momentum to carry the load between the power strokes.` These disadvantages are in a degree overcome by multiplying the number of pistons .acting uponthe crank shaft, but the power of lthe cylinder is in nol Way increased.

The objects of this invention are to provide a stationary substitute with a constant angle of torque for the crank shaft, and revo f ve the cylinders about it, -thus eliminating i the fly wheel; to so'arrange the working base that each cylinder completes the four acts of suction, com ressi'on, expansion and exhaustion of t e gas every revolution; to. so

Specification of Letters Patent. Application filed March 1, 1907'.l s Serial No. 360,032.

Patented July 2o, 1909.

arrange the working centers that each suction stroke lcompletely fills the whole Working area of the cylinder and each exhaustion of the burned gas is complete, while the compression stroke is reduced in length to obtain y only the compression required.

Other objects and advantages will be made manifest as the description progresses.

In the drawings: Figure 1a is a vertical cross section of an engine constructed in accordance with this invention, certain of the mechanisms being shown infull lines, or only partly in section, to better disclose their construction or function. Fig. 2 is an end elevation of the same with portions broken away to disclose underlying mechanisms.'

Broadly the invention consists of 'a multiplicity of cylinders revolving about a fixed cam whose contour conforms to the planetary and longitudinal travel of the pistons within .the cylinders. Exoepting' certain details of adaption, the ignition and valve systems do not de art from the usual practice in this art;

' In etail the convention consists of the drivingshaft #1 journaled in the pillars #2 land #3, on the base #4. The cam cylinder #5 is fixed to the pillar #2 and remains stationary, while the shaft revolves in the center. To insure steadiness of action, it is well to provide a suitable shaft-bearing Within the cam cylinder for the reception of lthe shaft.

This, however, is net ,necessary if the pillar support is sufiiciently'rig'id. The flange #6 is keyed, or fixed, to the shaft at #7. The cylinders #8-#9f-#10 and #11 are bolted to this flange and revolve therewith. To offset the rendingaetion of centrifugal force, .the

heads of the cylinders #12 are ground into sockets formed in theends of the spider #13, which is centered on .the shaft .#1 and bolted to the fiange #6.

To counteract the rotation of the piston,

' due to its thrust against the wall of the cam slot, I employ a guide 17 formed of acasing 18 secured to the cylinders and mounted to rotate therewith, said casing beiner provided with slots 2O arranged to receive ateral extensions 19 carried bythe crossheads 16 secured to piston rods 15, which latter are,- in turn, secured to isons 14. The orossheads are provided Wit the stud pins #21 which are provided with suitable friction reducing contact with the cam channel #22, sunken into the periphery of the cam cylinder #5. This cam channel represents the path of the reci rocation of the pistons in the cylinders in t eir orbit about the fixed cam cylinder. The cam slot is plotted to meet the exigencies of the piston action.

As illustrated, the cylinder #8 has just fired and is passing over the center into the expansion stroke. The studs following the contour of the cam will rotate their respective cylinders forward. The cylinders being all fixed upon the flange #6, revolve in unison: the flange being keyed to the driving shaft at an angle of 90, this fixes the angle of torque at a constant angle of 90 and the time of exerted power a full 25 of the revolution with a cam lotted as illustrated. The advance of cylinder #8 to the position of #9 has advanced #9 to the full exhaust position of #10; has advanced #10 to the full suction of #11, and advanced #11 to the expansion position from which #8 started, so that each cylinder in turn takes the full four actions every revolution.

In the drawings four cylinders have beenshown to better illustrate the timing of the several ositions. In practice an uneven multiple ofp cylinders is preferable because no two cylinders can then e upon the dead centers or turnin oints in the cam channel.

The number of cy inders, odd or even, is optional.

The inlet valves #20 are operated by the twin cam inclines #22 on the plate #23fixed on the pillar #3. The stems #24 are provided With the rollers #25 which ride the cam surface causing the stem to follow the contour thereof under the influence of the spring #26, of suitable design. The valve #20 seats in the opening #27, formed in the spider #13,

closing this passage in the intervals of cam' action. The opening #27 is the outlet into the cylinder of a assage #28 cored in the spider and communicating with-the hollowed portion #29 of the drivin shaft. The gas mixture is sucked from te carbureter #32 through the tube #33 extendin into 'the hollow shaft. The cylinder #11 as com leted the suction stroke, its intake and ex aust valves are both closed at the cylinder head,

, and the compression stroke is commencing.

Just before reaching the position of cylinder #8, the spark plug #34 makes contact with the commutator brush #35 which discharges the ignition spark within the cylinder firing the compressed mixture. C linder #9 has completed the expansion stro e, and the exhaust valve 39 is opened by the cam as described and the burned gases ermitted to escape into the muffler #36, Whic consists of a concentric perforated tube into which the several exhaust valves discharge; the gases escaping to the atmosphere throu h the perforation #37 by which they are sp t up sufficiently to deaden the detonation of the sudden drop to atmospheric pressure.

'The heat due to the combustin of the gases is radiated through the cylinder walls and absorbed by the atmosphere. To facilitate this radiation the exterior of the cylinders is provided with the fin flanges #38 which preferably extend spirally around the cylinders. The spirals are set to cause the air to pass around the cylinders and discharge at the base thereof, whereby the cold air is attracted to the head of the cylinder, the hottest art; therefore requiring the coldest air. case the en e is placed in a motor car, the cylinder eliids should be placed forward for the same reason.

The carbureter, (which re uires no detailed description,) may be place in any convenient location and is capable of varying the mixture, throttling etc. as is common practice.

Any ignition system may be used in conjunctlon with this invention, that is suitable to the pur ose. While the electric system is shown, ot ers may be substituted, such as the i 'tion by spontaneous combustion induce by high compression etc.

e I have shown and described my invention in the class of internal combustion engines of the rotary air cooled type, I do not Wish to be understood as confining myself to this class. It is obvious that with suitable modifications well within the spirit of my invention, any expansive fluid may be introduced into the cylinders and accomplish the desired result. The cylinders may be held stationary and the cam cylinder revolved with the shaft. Because of the parallel travel of the piston rods, stuffing boxes may be introduced and the pistons made double acting, or com ounded.

Having thus descri ed this invention what is claimed and desired to secure by Letters Patentis:-

1. An engine of the character described ico comprising a shaft, a plurality of cylinders 4 each removably secured to said shaft, a pis ton for each cylinder, a stationary cam having a contour conforming to the longitudinal and planetary travel 0f said pistons, said earn bein provided with a peripheral channel, a cross ead for each iston, said crossheads being provided withllateral extensions, guides for saidcrossheads provided with slots to receive said extensions, and a stud secured to each piston and working in said cam channel.

2. An engine of the character described comprising a shaft, a cored spider mounted on said shaft and provided with sockets, a carburetor communicating with said s ider, a plurality-of cylinders having their eads secured in said sockets, a flange carried by 'said shaft and supporting| the opposite ends my hand this twenty-ninth day of January, of. said cylinders, an annular muer also 1907.- formed with said spider, a piston for each cylinder, and means engaged by said pistons 5 for imparting a rotary movement tov said Witnesses:

spider. BALDWIN VALE,

In testimony whereof, I have hereunto set Mrs. T. R. THURBER.

THOMAS R.o THURBER.

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