US1121682A

US1121682A - Gas-engine.

Info

Publication number: US1121682A
Application number: US70278712A
Authority: US
Inventors: Logan Snell
Original assignee: Individual
Current assignee: Individual
Priority date: 1912-06-10
Filing date: 1912-06-10
Publication date: 1914-12-22
Anticipated expiration: 1931-12-22

Description

L. SNELL.

GAS ENGINE.

APPLICATION FILED JUNE 10.1912.

11,682, Y Y Patented Dec. 22, 1914.

0 mums-sum 1. 2 20 73 W 7775.5 55.5 /I;'7VEH 7'0 xm Log A T'TO/F/YEY L. SNELL;

GAS ENGINE.

7 APPLICATION FILED JUNE 10, 1912.

Patented Dee-22, 1914.

2 SHEETS-SHEET 2.

WIT/1555):: k -//7|//-/7'0E M8 "Lo an Jne/l ATTOE/YEY :3 In the drawing,

UNITED STATES PATENT OFFIC LOGAN SNELL, OF SPOKANE, WASHINGTON.

abs-Enema menses.

My present invention relates to an inter nal combustion engine provided with a stationary cylinder and a revoluble cylindrical valve. therein, the piston working within said cylindrical valve and the latter controlling ingress of combustible fluid to the interior of the cylinders and the egress of waste products of combustion therefrom.

The principal object of my invention is to provide an engine of the character de-yr scribed which is simple in construction, efficientjn action and readily adjustable to actuation of parts by mecha j' }i s practically noiseless 1n opve uau eflicient for the sucnism? whi anon,

cessful operation of the engine, as those producingahumming -or clanking sound.

forming a part of this specification: Figure 1 is a side a founcylinder internal combustion engine, embodying my invention,--. parts being broken away and shown in central, vertical section to disclose details of construction.

" Fig.2.is an end elevation of the engine disclosed in Fig. 1. Fig. 3 is a view similar {KIM Fig. 2 butshowmg a face plate thereof ports 11 removed, to disclose details of construction. Fig. 4 is a horizontal cross sectional view through the stationary cylinder of the engine and manifolds, the internal or revoluble cylinder being. shown in plane. Fig. 5 is a central, :vertica-l, transverse sectional view through one cylinder of the en 'ne. Fig. .6, is an enlarged detail view in e evation of the revoluble cylinder.

. Similar characters refer to similar parts throughout the views.

- Thestationary cylinders 7 are preferably cast integral 1with jacketing 8, and, as shown in Figs. 1- and 5 of the drawing, are each formed with a domical head 9. Each head 9 has a threaded aperture 10 formed therein and open preferably to the upper-- most portion thereof, and spark admission lead to the cylinders as indicated indotted lines inFig. 4 of the drawing.

elevation of fipeciflcation of Letters Patent. P t t d 22, 1 14, Application filed .I'une 19,1912. Serial No. 702,787.

The upper ends of ports 11 are internally,

threaded to receive spark plugs 12, the inner end of said ports being disposed as clearly shown in Fig. 1 of the drawing, in the domical head portion 9 of the cylinders.

Induction ports 13, in communication'with an inlet manifold 14, deliver to said cylinders 1, in the domical head 9 thereof, and.

inder. Each revoluble cylinder is provided with a domical head 18, formed complementary to the internal periphery of head 90f the cylinders 7, and is recessed as at 19, at its uppermost portion. Oil delivering cups 20 are secured to the openings 10 of the-stationary cylinder and deliver lubricant to thesaid recesses 19 which form, as it were, a reservoir for oil which may flow to the surfaces of the stationary cylinders 7 and revoluble cylinders 17 to facilitate rotation of the latter.

The lower end of each cylinder 17 which projects from the cylinders 7, is provided with a worm rack'21, and above this rack the cylinder is flanged as at 22,to fit in a complementary recess 23 of the stationary cylinder. Intermediate this flange 22 and the domical head 18, the cylinder 17 is recessed, as at 24:, so as not to bear against the stationary cylinder, except at said flange 22 and head 18, thus reducing friction to a considerable extent.-

Each revoluble valve cyllnder 17 is pro-- vided with two ports 25 and 2-6, disposed diametrically opposite each other in the head 18, these ports being adapted to open the

ports

13, 11 or 15, in'successive relation.

In practice, it is desirable that the induction ports 13 be relatively smaller than the

ports

25 or 26 in the cylinder 17, and that the exhaust ports 15 being relatively larger than the

ports

25 and 26, and the relative positioning of

ports

13 and 14, is such that to each half revolution of cylinder 17 one of the ports of the latter controls said induction and exhaust ports for the induction, compressioin'power and exhaust strokes of the engine, whereupon the other port in cylinder 17 becomes active as a controlling port, while the other passes through an are i of 180 degrees before it again becomes active as a control port. Thus, the ports act successively for opening the induction ports, the spark admission port and the exhaust ports, intermittently.

Within each cylinder 17 I provide a trunk piston 27, the exterior face of, which is provided with a socket 28, adapted to receive a ball 29, carried by connecting rod 30, the ball being held in place by a two part bearing 31, held in place by bolts 32, and nuts 33, so as to be adjustable. The rod is operatively connected with the crank 34 of a crank shaft 35, carried by bearings 36. The

several cranks of the shaft 35 are disposed inthe usual manner so that the engine has no dead center.

' A crank case 37 may be provided envelop ing the bearings 36, the lower end of the cylinder 17 and the rods 30, and may be provided with a longitudinally extending internally formed recess 38 to accommodate -worms 39 and worm shaft 40, the worms meshing with worm racks 21 of the cylend of the engine, a casing 41' is provided, having adetachable face plate 42', said crank shaft 35 projecting into said casing and being providedwith cranks 43 thereon disposed at quarters, said cranks being connected by rods 44,- to' crank 45 carried byworm shaft 40, disposed similarly to cranks 43. The ratio of movement of crankshaft 35 through cranks 43, rods 44,

nAdj acent one cranks-4&5, shafts 10, worms 39, Worm rack f 21 to cylinder 17, is suchthat the cylinders each make one revolution to every four revolutions ot the crank shaft. It is to be ob served that the means of transmitting movement-of the crank shaft'35 to the drive shaft (if the cylinders is through link mechanism,

and hence there is no clanking or perceivable sound as would be in the case of gears therebetween. 4

Preferably upon the bearings 36, 1 pro vide an. adjustable cylinder support, for each cylinder, said support including a standard e6 secured inany suitable manner tosaid bearings, and a shoe 47 which contacts with the lower margin of'the cylinder 17,.this shoe being held inan adjusted posi-- tion by a set screw $8 or any similar means. It is to=be understood that each of the cylinders 17 has slight play within the corresponding stationary cylinder 7, but that when: the engine is active, the tendency of A the wormz39 to' move the revoluble cylinder upwardly and the action of the explosions.

in: the cylinder, force the domi cal head of the cylinder 17- closely in contact with the internal periphery of the domical head 9,

cylinder is positioned for the exhaust stroke; the third revoluble cylinder is positioned for the compression stroke; and, the fourth revoluble cylinder for. the power stroke. Inpractice, it is desirable that the exhaust ports of each cylinder be so disposed that it is entirely closed before the induction port is opened. Inother, words,

when the piston is at the lowest point after the explosion, the exhaust port is slightly opened, but when the piston is at the highest point, theexhaust port is slightlyclosed. It is also desirable that the inductionports open and close when the engine is on center. 1

Inasmuch as the spark is admitted into the cylinder through'one of the

ports

25 or 26,.

it is obvious that the charge can'be' fired when the piston is half Way downorwhen. half. way up, givingample latitude for ad- 'vancing and retarding spark.

As shown in Fig. 4 of the drawing,the

cylinders may be coupled in pairs, if desired, and fed by the same induction and exhaust ports, and in this figure, the first and third revolve contra-clockwise, while the second and fourth cylinders revolve clpckwise.

I claim: a 1*. In an internal combustion engine, the

combination of a cylindrical casing having a head with an oilway leading therethrough,

and induction and exhaust ports, and a revoluble valve cylinder fitting into said casinghavin'gfa head formed complementary to "the said-head of said casing, the head of said cylinder having a recess in its external periphery forming an oil reservoir and concentric with the axis of revolution of the cylinder, and said cylinder being adapted to open and close said ports of said casing.

' 2. In an internal combustion engine, the

combination of a cylindrical casing having a head, induction and exhaust ports open to said head, and an annular groove adjacent the open end of said casing, a revoluble valve cylinder fitting into said casing and having a head formed complementary to said head of said casing with a port in said head for controlling the said port in said casing, said cylinder'having a flange adapted to fit into said groove of said casing, said cylinder being reduced in diameter intermediate said headand flange, a standard adjacent said cylinder, an adjustable shoe carried by said standard and contacting with said cylinder at its lower margin to retain the same in place, and means for driving said cylinder at a positive ratio.

3. In an internal combustion engine, the combination of a cylindrical casing having a domical head with an oil way leading thereto, and induction and exhaust ports, and a revoluble valve cylinder fitting into said casing having a domical head formed complementary to the said head of said casing, the

' head of said cylinder having a recess in its external periphery forming an oil reservoir, said recess being concentric-with the axis of revolution of said cylinder and said cylinder being adapted to open and close the said ports of said casing, substantially as and for the purpose set forth. 7

4. In an internal combustion engine, the combination of a cylindrical casing having a domical head, induction and exhaust ports open to said head and an annular groove adjacent the open end of said casing, a revoluble valve cylinder fitting into said casing and having a domical head formed complementary to the said head of said casing with a port in said head for controlling the said ports of said casin said cylinder having a flange adapted to fit in said groove of said casing, each cylinder being reduced in diameter intermediate said head and flange, a-

standard adjacent to said cylinder, an adjustable shoe carried by said standard and contacting with said cylinder at its lower margin to retain the same in place, a piston in said cylinder, a crank shaft, means operatively connecting said piston with said crank shaft to impart movement one to the other, and mechanism adapted to drive said revoluble valve cylinder from said crank shaft at a positive ratio.

In testimony whereof I afiix my signature in the presence of two witnesses.

LOGAN SNELL. Witnesses:

HAROLD SCANTLEBURY, Nn'r'rm KING.