US1485218A - Engine - Google Patents

Description

Feb. 26 1924.

A. J. CULP ENGINE 1919 4 Sheets-Sheet 2 Filed Oct. 10

Patented Feb.' 26, 1924.

NF@ TFES errar carica;

ARTHUR J'. GULF, OF CLANTON, ALABAMA.

ENGINE.

Application filed ctober 10, 1919. Serial No. 329,788:

To all whom t may concern.'

Be it known that I, ARTHUR J. CULP, a citizen of the United States, residing at Clanton, in the county of Chilton and State 5 of Alabama, have invented certain new and useful improvements in Engines; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art l to which it appertains to make and use the same.

This invention relates to engines and the primary objectof the invention is to provide an improved combined explosive and l air engine, operatively connected together and with means for operating a compressor for storing the compressed fluid for operating the air engine.

A further Aobject of the invention is to provide an improved explosive engine embodying an oscillating piston and means for supplying an explosivemixture to the explosive chamber.

Another object of the invention is to pro- ?5 vide an improved engine embodying an internal combustionunit and an air operated unit, the exhaust from the internal combustion unit being adapted to engage the rotor of the air operated unit so as to eect a rotation thereof.

A still further object of the invention is to provide an improved device of the above character embodying an internal combustion engine unit and an air engine unit operatively connected together and with an, air compressor which is adapted to store and compress the air into a suitable reservoir, the reservoir having a passage leading to the air engine, said airpassage having communicated therewith the exhaust port of the internal combustion engine. Y

A still furtherl object of the invention is to provide an improved device of the above character, which is durable and eflicient in use, one that is simple and easy to manufacture, and one that can be placed upon the market at a reasonable cost.

With these and other objects in view the invention consists in the novel construction,

arrangement and formation of parts, as will be hereinafter more specifically described, claimed and illustrated in the accompanying drawings, forming a part thereof in which:

Figure 1 is a side elevation of the improved device,

longitudinal vsectional view 1s a similar view-taken on line 7-7 of Figure 6.

Referring to the drawings in detail, wherein similar reference characters designate corresponding parts throughout the vseveral views, the numeral 1 generally indicates the improved device, which includes a casing 2 having a central solid transverse partition 3, which divides the casing 2 Yinto 'a pair of compartments 4 andk 5. Each of these includes a substantially top semi-circular wall A 6 and a connecting lower wall 7 and arcuate end walls 8. The end walls, top and bottom walls are connected by side walls 9 which are suitably shaped to'conform to the general contour of the casing. -The compartment 4 constitutes a housing for the internal comlbustion engine 10 and the compartment 5 constitutes a housing for the -air motor or engine 11.

The internal combustion engine V10 includes a circular head 12, secured by a' key 13 to a shaft 14' which is mounted in suitable bearings carried by the side walls. VThe shaft 14 is adapted to oscillate in the bearings, for `a purpose, which will be hereinafter more fully described. YThe circular head 12 carries an outwardly extending arm or working head 17 having a working face 1S against which the force of the explosion in the combustion chamber acts. The combustion chamber is defined by an arcuate wall 2O which extends equidistantly in spaced relation to the lower wall 9. The surface 20 constitutes with the wall 8 and the lower wall 9 the'air receiving chamber from'the compressedair storage tank 22, lwhich will be hereinafter more fully described. VThe wall 2O curves outwardly as at 23 into engagement with the transverse partitionv 3 and this course of the wall is provided with a longitudinally ,extending slot 24 which forms the exhaust opening Yfor permitting the"exhaust gases to enter into the air receiving chamber. The central partition 3 h as its lower end spaced from the lower wall of the casing and the lower face of the partition is inclined as at and constitutes an abutment for the outer face of the working head 17 of the internal combustion engine. The side or outer faces of the head extend flush with the wheel and form continuations thereof. The head 10 diametrically opposite the working head or piston 17 is provided with a radially er:- tending peripheral lug 27 which is adapted to engage the inner surface of the upper wall 6 so 'as to prevent the escape of gases or the products of combustion around the same to assure a tight fit. The opposite sides of the head 10 are provided with annular grooves 28 which are adapted to receive rings 29, which are adapted to be forced outwardly into engagement with the side walls of the casing by springs 30 which extend between the rings and through suitable apertures in the head. rihe rings form means for preventing the leakage of the charges between the head and the sides of the casino: The rings are provided with radially extending extensions 31 which are seated in grooves formed in the sides of the working head 17 and the lug 28. 'llo further prevent the leakage of the charges the outer surfaces of the lug and working head are provided with grooves 32 which have inwardly extending apertures communicating with the lower walls thereof. The apertures and grooves are adapted to receive V- shaped members 33 which are adapted to be forced outward by suitable coil springs 34 coiled around the stem of the if-shaped members. The working head 17 is adapted to oscillate back and forth in the explosive chamber 19 and the upper end of the chamber has communicating therewith the intake pipe 35 which leads from the charge forming device 36 which will be hereinafter more specifically described. A flap valve 37 is pivotally connected as at 38 to the upper wall of the casing and is adapted to overlie the intake pipe so that when the charge is exploded, the product of combustion will be prevented from being forced into the intake pipe. As shown the flap valve normally lies in a slightly open position so as to permit the entrance of the mixture into the explosive chamber. The downward movement of the valve is limited by a rearwardly extending arri 39 which is adapted to engage the partition wall 20. The compressed air engine constitutes a rotor 40 keyed to the shaft 41 which is rotatably mounted in suitable bearings formed in the side walls of the casing. rlhe rotor 40 includes a body 41 having projecting therefrom at regular intervals blades 42 having abrupt faces 43 and inclined faces 44. rlhe opposite side of the rotor is pro- Messie vided with annular grooves 45 in which is adapted to fit rings 46 for en aging the sides of the casing to prevent -eakage of the compressed air between the rotor and the sides of the casing and the rings are adapted to be normally forced into engagement with the sides of the casing by coil springs 47 which extend transversely through the body of the rotor. r1`he up er wall 6 of the compartment 5 is provi ed with an outlet pipe 48 which leads to the atmosphere. lt will be seen that the eX- haust acts on the blades of the rotor and tends to rotate the same. The upper end of the air receiving chamber has communication with the air inlet pipe 49 which is adapted to be closed by a flap valve 50 which is pivotally mounted upon a pin 51 carried by the side wall of the casing. The downward movement of the valve is limited by rearwardly extending arms 52 which are adapted to engage the rear wall of the casing. It will be seen that when air is adinitted into the receiving chamber through l the intake pipe 9 the same will act upon the rotor and thus combine with the products of combustion and act upon the blades of the motor and rotate the same and pass out through the outlet pipe 48.

The air compressor includes a storage tank 53 having a pipe 54 leading to the air compressor 55 which includes the reciprocately mounted piston 56 having the usual piston rings 57. The pipe 54 is provided with a check valve 53 for preventing the flow of the compressed air into the cylinder. The cylinder 10 is also provided with an inlet pipe 59, in which is positioned an inlet valve 60 for permitting the entrance of air into the cylinder. The piston 56 has pivotally secured thereto the piston rod 61 which is pivotally mounted on the wrist pin 62 carried by the crank arm 63, which is keyed to the shaft 41. l't will be seen that the shaft 41 extends outwardly from one end of the casing. The wrist pin 62 has also pivotally mounted thereon the connecting rod 4 which has its opposite end rotatably mounted upon a wrist pin 65 carried by the crank arm 66, which is keyed to or otherwise secured to the extended end of the shaft 14. Thus it will be seen that the shafts 14 and 41 are operably connected together for simultaneous movement. rlChe forward end of the storage tank 53 has connected therewith an outlet pipe 67 which connects with the inlet pipe 49 of the air receiving chamber. The flow of air in the storage tank is automatically controlled by the valve 63, which will be hereinafter more fully described.

The inlet pipe 49 is provided with a valve seat 69 on which the valve 63 is adapted to be seated and the valve is normally held on its seat by expansion springs 70 which are coiled around the stem 71 of the valve. The

valve stem extends outwardly to the upper end of the pipe 49. The lower terminal of the coil spring engages the upper end of the pipe' and the upper terminal engages the adjustable nut 72 threaded on the upper end of the stem. It will thusbe seen that the tension of the spring can be adjusted by the nut, so that the amount of pressure necessary to unseat the valvecan be regulated. A suitable stufing box 73 surrounds the valve stem and prevents the escape of air around the stem. By this construction it will be seen that when the air reaches a certain pressure the valve 68 will be unseated which will permit the air to flow through the pipe 49 into the air receiving chamber and thus rotate the rotor.

The controlling mechanism of the combustion engine includes an ignition device and a regulating valve 75, the latter being located in the intake pipe 35 which will be hereinafter more fully described. The ignition or spark device and the valve operating means 75 includes a wheel 76 keyed to the shaft 14 inward of the crank arm 66 and the wheel has formed thereon a pair of spaced teeth 77 and 78. One of the teeth is first adapted kto engage an adjustable cam 78 mounted upon a reciprocating rod 79 which is slidably mounted in suitable brackets 80 secured to the sides of the casing and this rod has pivotal connection with the crank arm 81 which is secured to the pivot pin 82 of the valve 75, which is of the butterfly type. The valve is normallyV held in its closed position by means of a compressed valve coil spring 83 which has one end secured to the rod and the other end to the casing and normally holds the rod in its extended position. Thus it will be seen that when the tooth 78 hits the cam 78 the rod will be slid against the tension of the spring 83 and open the valve 75. One of the guide brackets 80 has rotatably mounted therein a roller 84 which is adapted to engage the inclined surface 85 of a two faced cam 86 which is adjustably mounted upon the rod 79. The cam 86 engages the roller 84 and forces the rod upwardly on its return stroke and out of engagement with the teeth so as to permit the same to resume its normal position. The ignition system includes a spark plug 87 which extends into the upper end of the combustion chamber and has one terminal of a line wire 88 leading from a suitable source of electric power 89 secured thereto. The other terminal 90 of the line wire -is secured to a lever 91 which is pivotally mounted intermediate its ends upon a pivot pin 92, secured to the casing and one terminal of the lever is adapted to be brought into and out of engagement with the outer end of the spark plug and it will be seen that each time the lever contacts with the spark plug the circuit will be closed so as to permit a spark to jump between the electrode of the spark plug. The lower terminal of the lever 91 has adjustably mounted therein a screw 93 which is adapted to be engaged by the tooth 77. Thus it will be seen that the rod 7 9 is first actuated for the intake of explosive mixture andthe lever 91 is then rocked to close the circuit to the spark plug. The screw V93 can be adjusted, so as to time the explosion of the device within certain limits.

The charge forming device 36 includes a fuel tank 95 which is adapted to receive the gasolene or other fuel and the same is provided with a filling opening 96 which is adapt-ed to be closed by a removable cap l97 carrying a pneumatic valve 98, so that air can be pumped into the tank for the starting of the engine when the storage tank 53 is empty. The tank 25 has an outlet pipe 96 which communicates with' the inlet pipe 35 of the engine. An ordinary or anypreferred type of needle valve 97 is interposed in the pipe 96.. The inlet pipe 35 has also communicating therewith a pipe 97 which leadsfrom the storage tank 53. and the flow of air through the pipe from the storage tank is controlled by an ordinary globe valve or other hand operated valve 98. The pipe 97 has communicating therewith a branch pipe 99 which leads to the upper end of the fuel tank 95 and the flow of air through this pipe is controlled by a globe or other hand operated valve 100. Means is provided for diminishing the supply of fuel through the pipe 96 to the engine when the engine reaches a predetermined rate of'speed and this means also acts to wholly cut olf the supply of fuel to the pipe andstop the operation of the engine when the air` in the storage tank reaches a predetermined pressure so as to operate the. rotor 45. This means includes a governor 102 which is carried bythe fly wheel 103 keyed to the shaft 41 inward of the crank arm 63. The fly wheel 103 also constitutes means whereby power may be taken from the engine'or if so desired a suitable pulleyl wheel may be keyed to the shaft 14. The governor 102 includes arms 103 pivoted intermediate their ends to spokes of the fly wheel 103 and the outer ends of the arms have secured thereto plates 104 which are connected together by means of contractileV springs 105.A The inner terminals of the arms engage in recesses 106fo`rmed in the frustro-conical member 107 slidably mounted upon the shaft 41. Mounted between the fly wheel and the frustro-conical member 106 is the lower end of an operating lever 108 and the inner surface of the lever is inclined as at 109 to form a bearing surface for engaging the frustro-conical member 107. The lever is continued below the fly wheel and is pivotally secured as at 110 to the lower end of the casing. It will be seen that as the speed of the engine increases the plates 114 will be thrown outwardly against the tension of the springs 105 by centrifugal force and the frustro-conical member` 106 will be drawn inward into engagement with the lever 109 and thus swing the same on. its pivot. The upper end of the lever E;l is pivotally connected as at 111 to a rod 112 which is mounted in suitable brackets 113. This rod 112 extends to the rear end of the engine and has adjustably mounted thereon a cam 11-1 which is adapted to engage the crank arm 115 carried by the pivot pin 116 of a butterfiy valve 117 which is normally held in an open position. rThe cam is normally held spaced from the lever 115, so when the engine reaches a predetermined rate of speed the same will be moved into engagement with the arm 115 and gradually close the valve so as to govern the flow or passage of the fuel and thus govern the speed of the engine. A butterfly valve 117 is interposed in the pipe 96 and is normally held in open position by means of a coil spring 119 which has one end secured to a crank arm 120 secured to the axis of the butteriiy valve and its opposite end to the pipe 96. The upper end of the crank arm is adapted to be engaged by the hooked end 121 of a rod 122 which extends parallel with the rod 112. The outer end of the rod 122 is bent downwardly as at 123 and has secured thereto one terminal of a coil spring 12-L which has its opposite terminal secured to an adjustable lug 125 carried by the rod 112. The hooked end 121 is normally engaged with the crank arm of the butterfly valve 118 and when the engine reaches a predetermined rate of speed andthe arm is moved over the butterfly valve 118 will be actuated prior to the butterfly valve 117 and the same will gradually close so as to diminish the supply of fuel supplied to the combustion chamber. 1f the speed of the engine reaches a predetermined point, the butterfly valve 118 will be wholly cut off and the cam 114 will be brought into engagement with the crank arm 115 of the butterfly valve 117 and the same will then be operated so as to diminish the air supply to the rotor.

From the foregoing description, it can bc seen that an improved engine is provided of exceedingly compact and efficient type which includes a combination internal cominstale bustion and air motor having an improved means for operatively' connecting the same together and for controlling the supply of air and explosive mixture to the motor.

In practice, l have found that the form of my invention illustrated in the accompanying drawings and referred to in the above description, as the preferred embodiment, is the most efficient and practical; yet realizing the conditions concurrent with the adoption of my device will necessarily vary, desire to emphasize the fact that various minor changes in details ofV construction, proportion and arrangement of parts may be resorted to, when required without sacriiicing any of the advantages of my invention as set forth.

Having thus described my invention what 1 claim as new is ln a device of the class described comprising a casing having a central partition dividing the casing into a pair of compartments, an oscillating head arranged in one of said compartments, a combustion chamber arranged in the mentioned compartment and arranged to receive said oscillating head, a fuel supply pipe communicating with the combustion chamber, a rotor mounted in the other chamber, an air receiving chamber communicating with the rotor, an air inlet pipe communicating with the air receiving chamber, butterfly valves arranged within the inlet pipes, a lever pivotally mounted in the casing, a governor secured to the rotor and arranged to operate said lever when the rotor reaches a predetermined rate of speed, a rod pivotally secured to the upper end of the lever, an adjustable cam mounted upon-said rod and arranged to operate the valve in the air intake pipe, a second rod arranged parallel with the first mentioned rod, means formed on the last mentioned rod and arranged to engage the valve controlling the flow of fuel to the intake pipe of the combustion engine, an adjustable lug mounted upon the first mentioned rod, and spring means connecting the lug with the second mentioned rod, as and for the purpose specified.

In testimony whereof 1 affix my signature in aresence of two witnesses.

ARTHUR J. CULI).

Witnesses J. P. GnUMrroN, Gmini' Herrin'.

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