US1210089A

US1210089A - Gas-engine.

Info

Publication number: US1210089A
Application number: US91908A
Authority: US
Inventors: Charles A Lundy
Original assignee: LUNDY GAS ENGINE Co
Current assignee: LUNDY GAS ENGINE Co
Priority date: 1915-10-25
Filing date: 1916-04-18
Publication date: 1916-12-26
Anticipated expiration: 1933-12-26

Description

C. A. LUNDY.

GAS ENGINE.

` APPLICATION HLED APR. I3. I9IE. 1,210,089.

4 SHEETS-SHEET 2.

' INVENTOR. I WITNESS ATTORNEY Patented Dee. 26, ,1916.

C. A. LUNDY.

GAS ENGINE.

APPLICATION FILED APR.18, 1916.

' 1,210,089. Patenmd Dec. 26, 1916.

4 SHEETS-SHEET 3.

INENTOR. f M affanni? WT BY M51. Z

ATTORNEY C. A. LUNDY. GAS ENGINE.

1,210,089. APPLICATION FILED APR. I8. ISIS. Patented Dec. 26,

4 SHEETS-SHEET 4.

ATTORNE f UNITED STATES PATENT OFFICE.

CHARLES A. LUNDY, 0F RENO, ,NEVADA, ASSIGNOR TO LUNDY AS'ENGINE COMPANY,

OF RENO, NEVADA, A CORPORATION OF NEVADA.

GAS-ENGINE.

original application led October 25, 1915, Serial No.'

Specification o! Letters Patent.

Patented Dec. 26, 1916.

57,710. Divided and this application led April 18,

191s. serial no. 91,903.

To all whom t may concern Be it known that I', CHARLES A. LUNDY, al citizen of the United States, residing at Reno, in the county of Washoe and State of Nevada, have invented certain new and useful Improvements in Gas-Engines, of which the following is a specification.

This is a division of my certain pending application Serial Number 57,710, filed 0ctober 25, 1915. l My invention relates to that class of gasengines in which the cylinder is mounted for rotation on its axis therebycarrying its port, in timely succession, into registry with fixed charging, exploding and exhausting connections.

My invention consists in the novel aircooling means which I shall now fully describe by reference to the accompanying drawings in which-.

Figure 1 is an elevation of my gasengine. Fig. 2 is a plan vof the same, broken in art. Fig. 3 is an enlarged view, partly in e evation and partly in section, showing one cylinder complete and a portion of another cylinder. Fig. 4 is a horizontal cross-sectlon through the valve-area of the cylinder, taken on the line :1vof Fig. 5. Fig. 5 is a vertical cross section of the same on the line y-Jy of Fig. 4. Fig. 6 is a section in the line a-z of Fig. 3, showing the lookin and adjusting means of the revoluble cy inder bearing. Fig. 7 is an elevation of the packing-sleeves of the valve-area.

As the air-cooling means or systems of my present application comprises'cylinders which rotate on .theiraxes, I herein illustrate and describe cylinders which have this function, and though I show and explain in detail the manner of mounting such cylinders and the valve control of their ports, it will be understood that these details as `far as this application is concerned indicate only preferred forms and are intended to disclose an operative device of this nature, said details constituting features of novelty remainin and clalmed in my application of which iis is a division.

1 is the crank case, which is also the bed of the engine.

2 are the cylinders. I have here shown a four cylinder engine, though it `will be understood that the engine'may have one or any number of cylinders. Each cylinder is revings 9.

olubly locked to the bed by a connection which will enable it to resist end-thrust, due to explosion, and will adapt it for rotation on its axis. This connection is shown in Fig. 3, and is as follows. As all the cylin-` ders are alike, a description in the singular number will be simplest. Extending from the crank-case is ari annular shell or housing 3 which forms the seat for the cylinder. This housing is open at both ends, and has formed on its inner surface, near its upper or outer end, an inwardly extending rib or lug 4, which as shown in Fig. 6, is in two spaced opposite sections. Closely fitted upon the exterior of thelower portion of the cylinder is a spiral gear 5. The fitting is by means of threads 6 on the cylinder,`the gear being threaded on its inner diamgter down to a shoulder. 7, and Said gear is screwed up on the threads 6 of the cylinder to this shoulder', as seen in Fig. 3. The por- 'tion of the gear above the shoulder is formed as a thrust bearing race 8 for the ball bear- 10 is a lock-ring whichV on account of its lower liange 10 spacedin sections, as seen in Fig. 6, clamps in place by a partial turn on or under the., r1b or lug 4 on the inner surface of the cylinder-seat housin 3.

11 is an adjusting-ring t readed into the lock-ring 10, and formed on its lower surface with the complemental race 12 for the ball bearings 9. The inner surface of the adjusting-ring 11 is hollowed out for a packspace 13.

The seat housing 3 has at its lower or innerv 'end a flange 14 upon which rests a suitable lower anti-friction bearing which in its best form com rises the inner ring 15 freely fitted around t e cylinder, and supporting the s iral gear 5, the outer ring 16 resting on -t e liange 14 and having an incllned inner surface, and the taper rolls 17 between the two rings.

The cylinder 2 has al relatively long slender neck 2' which forms a valve. This valve neck extends directly and centrally from the main body or piston-area of he cylinder, and is open at both ends. It ,forms not only the valve member of the valve area or s stembut also the compressing and firing cliamber directly over the center of the4 iston. In the wall of the neck 2 of the cyiinder is made the single port 18. (SeexFig. 4).'

Y has a top flan for exam le. screwed neck lies in the area between the uppermost` packing ring 19 and the lower surface of the nut 20, and around this area is fitted a set or series of packing-sleeves 22. These sleeves may be in any desired number; I have,`for illustration, shown two. They are nested, one within the other and interiit closel Each sleeve is not onl severed longitudlnally, but the severed e ges are separated by a distinct space to provide for a continuance of fit under all conditionscf expansion and contraction. These spaces are desi ated by 23, and they are best arranged in tte; two sleeves opposite each other, as seen in Fig. 4. These sleeves while they interfit closely do not normally'closel it the neck of the cylinder, that isto say, t e inner sleeve loosely fits the neck being separated from the exterior surface of said neck by a distinct space, as shown in Figs. 4 and 5, at 24. The sleeves contractinwardly when heated and expanding thus lessening their diameter on the inside and retaining the same closeness to the member on the-outside, thus preventing a loss of gas, and avoiding binding and cutting.

The sleeves 22 fit4 n formed by the up ermost packing ring 19 and the lower su ace of the lock nut 20, as best seen in Fig. 5, and they are locked or in ned to the neck, as, for example, at 22', i 4 and 5, so that they rotate therewith. Through the walls of the sleeves is'made a port 25 which rinanently the rsa/180i t e cylinder nec as shown 27 1s a fixed valve-seat-sleeve. It is a cylindrical shell closed at the top except for at e face of the packing -ring `1 inthe nut 20 the faces of the lower set of packing rings 19, and the outer-surface orface of the outermost packing sleeve 22, as shown in Fig. 5, thus air or gas mixture r' or sleeves. 4

e valve-seat-'sleeve '27is held fixed and non-rotatable by the cylinder head or valve chamber 31 which fits 'over it. Thishead 32 overlapping 'upon the upper end of t e sleeve va ve 27 and lock pins 33 .through this ange into the sleeye connect the two. A packin lock nut 34 is tted to the lower ends o the sleeve and between the shoulders'.

sters with and the exhaust port 30 revolves. These fins or flan es are in reventng the passing of any by the valve or packing a. AMM..

head. The head 31 has an intake passage 35 which registers with the inlet port 29 of the sleeve 27, and an exhaust port' 36 which registers with the exhaust port 30 of the sleeve.

It will now be seen that as the alined ports 18 and 25 of the cylinder valve neck andits packing sleeves rotate they will alternately open and close the alined inlet and exhaust ports and passages of the ixed valve-seatsleeve and head. All these ports are laid in proper width and separated to provide the correct timing of a four cycle motor.

To properly support and hold the valve chamber hea 31 stationary, said head has extended lugs 37 from which tie-rods or bolts 38 pass down to lugs 39 on the cylinder-seat-housing 3y of the crank-case, as seen in Fig. 1.

In case the seat-housing 3 be made as a separate piece from the crank-case, it may be made with other lugs 40' for bolting it to the casing, as seen in'Fig. 3.

The driving mechanism for rotating the cylinders is as follows: The seat-housing 3 has made in its face an opening 41, surrounded by a flange 42, to which the cap 43 bolts and holds the bearings 44 and the driving Ishaft 45 in place, and al,low ing the spiral pinion 46 to engage the spiral gear 5 through the opening 41. The shaft 45 may be driven by any suitable connection, as, or'exam le, by the silent chain 47 from they crank s aft 48. The spiral gears 46 and 5 are of such ratio that the cylinder 2 must" revolve at one half the speed of the crank shaft 48. To the crank shaft are connected the piston rods, one of which is shown by 49 in Fig. l3, and theseat their other ends are connected to pistons which are not shown herein. v

The severaljeatures of the air cooling meansfor system may now be described. The cylinder 2 above its revoluble connection with the seat-housing-3, Iand below its valve neck 2', thatis, in its piston-area is provided with fins `orflanges 50,- helieally directed and so pitched or inclined as to serve as fan bladesto pull the air awayfrom the neck 2' and its assembled part ,"as the cylinder practice best cast with the cylin er.

The stationary valve-chamber head 31 surrounded ,by a series Aof cooling fins or flanges' 5,1, the upper one of which is {inishe with the lugs 37 for the tie-rods 38 heretofore mentioned. t

Surrounding the whole engine -is an air directing shell orhousi 52. At the front, end this housin is onlypartly open, as-at 53, being close by the wall l54 in the re-f, maining part.. At the rear end the arrange-f ment is relatively the oppositdo that at the front end, said rear end being openin 'part at 55 and closed Ir part by a wall 56,-

the openings in front and rear being thus on opposite sides of a central longitudinal vertical plane through the housing. The current of air, therefore, which' enters through the opening 53 at the front end is on one side of the cylinders, Awhich revolving into said current catch the air and pass it to the other side in line for it to pass out through the opening 55 at the rear end ofy the housing. The current is drawn out by the suction fly wheel 57 connected with the housing 52 by a housing 57.

The course of the air is indicated by the arrows'iliFig. 2. The cylinders are timed to make onel completerevolution between each explosion, thus bringing every part into the saine temperature of cooling air once after .each heating, causing a uniform expansion of the cylinder everywhere and a uniform cooling of all Working parts. 58 indicates the magneto, and 59 the ma neto gear housing. 60, in Fig. 1, is the oi tank, and 61 is the exhaust manifold. Y

Inthe means or s stem of cooling as I have described, it Wil be seen that the rotation of the cylinders plays an essential part in that all parts and sides of the cylinder are presented uniformly and equally to the air current, which is in marked contrast to the effect upon non-rotating cylinders of an air current merely directed from one side to the other of such stationary cylinders, the latter being an imperfect and unequal cooling by the direction of the air alone, While inthe case of the rotating cylinders as I have described, the uniform cooling is due to the rotation of the cylinders in the current which is directed in the best course to fully and completely envelop them. In this connection it will be seen also that the spirally directed fins associated with the rotating cylinders materially assist in directing the course of the air current, and thereby serve a function in addition to that of merely providing an extensive radiating surface as is the case of tins upon non-rotating c linders.

1. In a gas-engine having a cylinder mounted for rotation on its axis and means called into timely action by said rotation for admitting and exploding a gaseous mixtitre and exhausting the products of explosive combustion, 'a housing inclosing said cylinder, said housing at one end being open for receiving a current of air in line with one side of the cylinder and closed to the air in line with the other side thereof, and at its other end heilig open for discharging the current of air in line with the second side of the cylinder and closed to the discharge ofthe air in line with the first side thereof.

2. In a gas-engine having a cylinder mounted for Arotation on its axis and means called into timely action by said rotation for admitting and exploding a gaseous mixture and exhausting the products. of explosive combustion, a housing inclosing s aid cylinder, said' housing at one end being open for receiving a current of air in line with one side of the cylinder and closed to the air in line with the other side thereof, and at its other end being ,open for discharging the current of air in line with the s'cond side of the cylinder and closed to the discharge of the air in line with the first side thereof, and means associated with the cylinder for assisting in directing the current of air from one side to the other.

3. .In a gas-engine having a cylinder `mounted for rotation on its axis and means called into timely action by said rotation for admitting and exploding a gaseous`mix ture and exhausting the products of explosive combustion, a housing inclosing said cylinder, said housing at one end being open for receiving a current of air in line with one side of the cylinder and closed to the air in line with the other side thereof, and at its other end being open for discharging the current of air in line with the second side of the cylinder and closed to the discharge of the air in line with the first side thereof, and spirally directed fins carried by the rotatable cylinder for assistin in directing the current of air from one sige the other. f i

4. In a gas-engine having aV cylinder mounted for rotation on its axis and means called into timel action by said rotation for admitting an( exploding a gaseous mixture and exhausting the productsof explosive combustion, -a housing inclosing said cylinder, said housing at one end being open for receiving a current of air in line` With one side of the cylinder and closed to the air in line with the other side thereof, and at its other end being open for dischargin the current of air in line Withthe secon` side of the cylinder;` and closed to the discharge of the air in line with the first side thereof, spirally directed fins carried by the rotatable cylinder for assisting in directing the current of air from one side to the other,

\ and a fan blower associated with said housing for inducing the flow of the air therethrough.

5. In a gas-engine,tlie combination of a cylinder mounted for rotation on its axis and having a port in its upper portion; a nonrotatable sleeve and associated non-rotatable head fitted to the upper portion of the cylinder and havin inlets and exhausts with which the cylinder port is adapted to successively register; a series of exterior fins carried by the non-rotatable head; a series of exterior helically directed fins carried by the rotatable cylinder about its lower portion below said head, said helically directed fins being pitched to draw the air discharge of the` air in linei with the first i to the air in line with the other side thereof,

and at its other end` being open for discharging the current of air in line with the sec cylinder mounte ondv side of the cylinder and closed to/ the side thereof, the spirally-directed fins of the rotatable cylinder assisting in directing the current of air from one side to the other.

6. In a gas-enl he, the combination of a for rotation on its axis and having a rt in its upper portion; a non-rotatable s eeve' and associated non-rotatable head fitted to the upper rtion of the cylinder and having inlets an exhausts with which the cylinder port is aapted to succesively register; a series of exterior fins carried by the non-rotatable head; a series of exterior` helically directed fins carried -by the rotatable cylinder about its lower 4portion `below said head, said helically directed fins being pitched to -dravv 4the air from about the head and valve region of f the cylinder; a housing inclosing the Whole of said cylinder with its associated sleeve and head, said housing at one end being open for receiving a current of air in line with one side of the cylinder and closed to the air in line with the other side thereof, and at its other end being open for discharging the current of air in line with the second side of the cylinder and closed to the discharge of the air in line with the first side thereof, the spirally directed fins of the rotatable cylinder assisting in directing the current of air from one side to the other; and afan blo-Wer associated with the housing for inducing the fioW of the air therethrough.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

CHARLES A. LUNDY.

J. S. CAPEN.