US1690144A - Internal-combustion engine - Google Patents

Description

Nov, 6, 1928.

- J. TEASDALEf INTERNAL COMBUSTION ENGINE Filed Aug. 25, 1926 MWL@ BY ATTORNEYS Patented Nev'. e, -ieza uiSii'i'is-DI STATES .roman WARREN rEAsDALE, or s'r. Louis; iaIssoUBI- 'l INTERNAL-couramment ENGINE. j

'Application ined August 2e, 1926. seal 11. 131,511.

One object of my invention is to provide and by the 'eliminationlof numerous usually 55 a multi-cylinder internal-combustion engine in which the flywheel is changed from the Vusual design, incorporated into the engine proper, and made to perform other functions in addition to the' usual function Yof e ualizing the speed of the crankshaft. The a ditional functions that 4this novel type of flywheel performs are regulating the admission of combustible gases intothe Cylinders, ignit-ing these gases, regulating 'the exhausting of the-burned gases from the cylinders, assisting inthe circulation of the lubricatii'ig system, and performing other functions that will be hereinafter, explained. A

Another object of myinventon is to pro'- vide a multi-cylinder engine in which* the usual spark plugs and timers are not required, back-fires cannot loccur, and the likelihood of pre-ignition takiiigplace is practically eliminated.' The .usual valves -and their operating mechanism are also e1imi.

hated, the fiywheel performing their-function for the entire engine.

. Other objects of my invention are to provide an internal-combustion engine in which any degree of compression desired may be obtained without the use of superchargers or other'exterior devices, in which an ,explosion ineach cylinder` with each. revolution of the vcrankshaft is secured, and in wliiclronly one tapping or port in each cylinder is required, as the intake, exhaust and ignition are performed through the saine opening.

Other objects of my invention are to provide an internal-combustion engfne in .which practically no expansion of the compressed gases occurs before the explosion4 thereof in spite ofthe fact that this explosion takes .place after the pistons are well started on their movements/away from the cylinder heads, in which the cylinders are completely scavenged by direct action of .the'pistons whichv expel the burnt gases from the cylinders before the, fresh gases are introduced,

` and in which the full force of the explosions are transmitted tothe crankshaft in such manner and at such time as to give it the greatest'l possible turning moment.

Still other objects of my invention are to provide a inulti-cylinder enginein which the various parts are so compactly-`arranged that a minimum amount of space is occupied and the weight reduced by thisarrangement required parts. -Other objects and desirable features will be hereinafter vpointed out.

' This inyention is applicable to any num- 'ber of cylinders, 'but since, as the'number of cylinders are increased the other unitscomprising the engine are notproportionately' increased 1n size and number, greater eiii-V ciency per cylinderissecured as' their numi ber is increased.' For convenience Yand to illustrate the advantages to be derived from a multi-cylinder arrangement, I have shown on the 'accompanying drawings the applicatioii of my inyention to af-twelve cylinder' engine-composed of two groupsyof six cylinders each, radially .disposed in a circular' series about the crankshaft,- with the sector- Y shaped spaces'betweenv thelcylinders being utilized, as compression chambers. One crank pin .opera-tes` all the pistons `of the cylinders of each group, and the crank armsA of the two groups extend in opposite directions from the crank shaft, causing the corresponding cylinders in each group to bein exactly opposite phases. On the crankshaft, between thetwo groups of cylinders, the flywheel isplaced inl suoli position that its flanges are in contact with a portion of the exterior of'all ofthe cylinder heads, a portion of the curved surfaces of the compression chamber walls and `with the cir-' `cumferentially arranged gas supply,l exhaust, .and lubricating pipes. The flanges of this flywheel are also in contact with electrical contact brushes furnishing the c lirrent for thefignition of the chargesin thef cylinders. The invention consists in the flywheel and other parts, above 'set forth, and alsoin the internal-combustion engine and in the parts land combination andarrangement of parts.

In 'the accompanying drawings. .wherein like reference characters indicate .like parts,

Figure 1 is a vertical section, taken in a plane perpendicular to the axis of the crankshaft. Y

Fig. 2 is 'a diagrammatic development of the periphery of the fly-wheel.

Fig. 3 is a detail showing device, taken' on line III- II of Fig.' 4.

Fig. 4.-' is a section taken along the line" IV'-IV of Fig. 1, perpendicular to it andV on the saine scale;

Fig. 5 is a similar section taken along the line V-V of Fig. l; Y'

ico

the ignition 5, and so on.

Fig. 6 is al detail of one of the electrical contact brushes shown in Fig. 3. ,4

Fig. 7 .is a large scale detail of a portion of Fig. 4, showing a conductor band and friction strips in detail.

, In the'form of my invention shown on the accompanying drawings, A, B, C, D, E, and F designate cylinders radially disposed about a crank shaft 1 in Figure 1 about which the flywheel 3 rotates. Two crank arms' 2 connectJ this crankshaft 1 with a crank pin 4, which, by means of connecting rods 6, 6*', 6, 6d, 6", and 6t actuate" piston -heads 5, 5", 5, 5d, 5", and 5. The conneetin rod 6 is fastened directly about the cran pin 4 Where it is .enlarged into a hollow distribution ring 7 to provide a connection for the other connectin rods. The connecting rods 6", 6, 6d, 6, an 6t are respectively connected to the distribution ring 7, by means of the pins 8b, 8c, 8d, 8, and 8f. The connecting rods 6a, 6",6, 6d, 6", and 6- are fastened in the usual manner to the piston heads 5, 5b, 5C, 5d, 5", and 5f, respectively by pins 9, 9", 9, 9d, 9e, and af.

As the crankshaft revolves in a clock-wise direction, the `various piston heads reciprocate in their cylinders in the usual manner,

5 being one-sixth of a cycle behind 5' and equally much ahead of 5", 5b being one-sixth of a complete c cle behind 5 and ahead of he corresponding cylinders of the other group are in opposite phase due to the crank arms 2 extending in the opposite direction from the crank shaft 1 to that of the crank arms 2. Due to the indirect manner of the connection of all of the connecting rods except 6 and 6'" to the crank pins 4 and 4, the cycles of the various istons are not identical though nearly so.

heir total movement in all cases is the same as is their period of reciprocation. This i slight difference is n ot suiiicient to require an adjustment in the timing of cylinder va ve functioning or ignition, but a slight adjustment is necessary for-the devices operating theA com ression chambers,- as explained hereina ter.

Piston head 5d-in Figure 1 is shown in its position at the time of the explosion in cylinder D. It is already moving toward the crankshaft 1 and continues that motion for {ive-twelfths vof ya. revolution of the crankshaft or until thecrank pin ,4 is at that point in. its orbit farthest from cylinder D Y,

and nearest to cylinder A and the piston head 5' is at its maximum distance from its cylinder head. 'The exhaust is then opened and for one-half 'revolution of the crankshaft the piston head 5d moves in the direction away from the crankshaft until it almost, but not quite, touches its cylinder head. driving out the burnt gases and com-- pletely scaven g' the cylinder. At this "me the cran vpin 4 is at the point' of :are ^actuated by' the connectingl i 1,eeo,144

'its orbit nearest to cylinder D and farthest from cylinder A or eleven-twelfths of a revolution later than as shown in Figure 1. The exhaust is then closed and the piston head 5d starts on its movement towards the crankshaft 1. During the nal one-twelfth revolution of the crank pin 4 to its position shown in Figure 1 and the movement of the iston head 5d from almost touching its cyllnder head to its position as shown in Figure l, super-compressed gases are introduced into the cylinder and itis then again ready for the explosion. The cycles in all the cylinders of both groups are similar.

It will be noticed that in one revolution of the crankshaft each cylinder goes through its complete cycle of explosion, exhaustion, and admission of pre-compressed gases for another explosion. It will also be noticed that at the time of the explosion in cylinder D, `as shown in Figurel, the thrust of the connecting rod 6d on the crank pin 4 as transmitted by the pin 8d and the distribution ring 7 is almost tangential to the orbit of the crank pin and in the line of its movement. Shortly thereafter it becomes so and thus is in the position to transmit the greatest possible turning moment to the crankshaft 1 at the time of its greatest thrust which is at thetime of the explosion and immediately thereafter, before the gases have had an opportunity to expand. The connecting rods of the other` cylinders are in a similar position relative to their crank pins at the instant of ,explosion in their respective cylinders.

Compression chambers U, V, W, X, Y, and Z are sector shaped in cross section and fitted in between the cylinders. They are divided into compartments by their respective diaphrams 10, 10", 10", 10", 10", and 10, which are pivoted at the apexes of the sectors by enlarged pins 11, 11', 11", 11x, 11, and 11z and swing through ares of sixty degrees fromone ra' ial boundary of the sectors to the other and back again, brushing the surfaces of the compression chambers. Around the periphery of each diaphragm, beginning at one'end of the 'pinand terminating at the other, are flanges 100, 100', 100", 100", 100', and 100', to give more surface in contact with the walls of the compression chambers and prevent the escape of gases from one compartment to the other.

At both ends of the compression chamber pins 11, 11', 11", 11x, 11, and 11', and

rigidly fastened to them arms 12, 12', 12",

12', 12, and 12', extend in the o posite dinected to them at their ends by pins 14, 14', 14", 14, 14 and 14'. These links in turn rods and connected to them by pins throu the shafts of'these connecting rods. Link 13 is joinedv to connecting rod 6a by a pin 15, 13v to the connecting rod 6b by a pin 15", 13w to 6 by 15", 13l to 6d by 15, 13y to 6 by 15, and

The flanges 100, 100", 100, etc., of the diaphragms 10, 10", 10", etc., are reduced' in width at the plane -II where the sec`v tion shown in Figure 1 is taken, as at this point, being on the axes of the cylinders A, B, C, etc., less depth is available for the recesses at the sides 'of the compression chambers into which the fianges of these diaphragms'extend when in their extreme positions. Thisv reduction of the flange width follows the curvature of the cylinders,

dying out a short distance away from ,the axesof the cylinders on either side of these axes. The pins 1 1, 11", 11W, etc., are enlarged so that gases cannot escape past fthem into the slots on the outside of the cylinder walls in which the diaphragm arms 127", 12",

12W, etc., move.

As the .connecting rods move back and forth in their respective cylinders, by means of ther connections above mentioned, they cause the diaphragms in the adjacent compression chambersA to oscilla'te back and forth. For instance, as the connecting rod 6d moves towardthe crankshaft 1 in Figure 1, `it causes the link 13X to force the arm 12x to describe a sixty degree arc about the pin 11X in the direction away from cylinder D and towards cylinder C. This in' turn causes the diaphragm 10x to move away from cylinder C towards cylinder D. As shown in Figure 1, the compartment of compression chamber X nearer cylinder C has been reduced to its minimum volume, having just given up its compressed gases to'cylinder D. The compartment of compression chamber X nearer cylinder D is now filled with'combustible gases at normal or atmospheric pressure which were .admitted through a vport 1'1"x which is now closed. As the diaphragm 10x moves away from cylinderv C towards cylinder D, combustible gases are sucked into the compartment of' this compression chamber nearer cylinder Cthrough a port 16". j

Vhen the diaphragm 101Y reaches apoint almostover to the wall of cylinder D, the

` gases between lthis diaphragm :and the wall of cylinder D will be highly-[compressed At this point, the port 17x 'is opened and remains open only until the diaphragm 10X reaches the compression chamber wall next to cylinder D. The compressed gases be- .tween this diaphragm and ,this wall' are forced through the port 17x and pass into the cylinder B reinforcing those, from com- ,pression chamberV" whichv pass into this cylinder at the same time.

llhen the connecting rod 6d starts on its' motion away from the crankshaft 1, the link 13e draws thearm 12x back along the same arc path that it previously took, forcing the diaphragm 10x away from cylinder D and towards cylinder C. During this movement.,

the port 17xv is opened admitting fresh gases into the .space between the Wall of cylinder D and the diaphragm 10x, and the port 16x is closed so that the Ventrapped gases between the diaphragm 1()x and the wall of cylinder C are compressed. These compressed gases are passed to the cylinder D `through the port 16x when the diaphragm 10x reaches a A point nearly over `to the cylinder C and after the piston head 5d has started on its movement away from its cylinder head. At the same time, similarly compressed gases are alsopassed from the compression chams ber Z to the'cylinder D through a port 17.

An instant before the piston head 5'i reaches the posit-ion shown in Figure 1, and'as the diaphragms 10"-and`10-z reach the positions shownin this figure, the ports 177' and 16X 'are closed. The cycle is then completed and l UU gases. Compression in the cylinders will not be nearly so high as this ratio would indicate because of slight amounts. of gas remaining in the compression chambers, gases remaining in theducts connecting the compression chambers with the cylinders, and'slight losses at-'.the Vjunction, of these ducts with the ports of the compression chambers and those of the cylinders. The amount of compression in the cylinders may be increased or decreased by varying the This can size of the compression chambers. easily .be done by extending or decreasing the depth of these compression chambers parallel to the length of the crankshaft.

If the links 13, 13V, 13W. 13", 13", and 13* were connected to the piston heads 5a, 5b, 5c,

5, 5e, and 5f, respectively, orto extensions.

from these, the maximum compression in one compartment of each compression chamber would occur when the piston head regulating it `was nearest to its cylinder head and in the other compartment when this piston head was farthest4 from its cylinder head. At the time this maximum compression would occur, none. of the cylinders in this. group would be in the best period of their cycle to receive this compressed gas. The phase of 'the other group of cylindersmight easily be timed vto receive these gases at maximum compression, but the compressed gases from their compression chambers in turn would be available when no cylinders were in theI best position to receive such. Passing gases from the compression chambers of one group to the cylinders of the other may easily be done, however, in my invention, were that deemed desirable. By connecting the link 13 to the piston head 5, a cycle similar to that of connecting it to the piston head 5 would result with the phase of this cycle one-sixth of a revolution later, but the saine disadvantages would ensue.

The method adopted for the form of my invention shown on the accompanying drawings, liowever, secures the maximum compression of the gases in both compartments of all compression chambers just at the time nearby cylinders are ready for its reception. The path which the pin 15a describes is noty an ellipse, but it is symmetrical about a vertical axis which axis remains constant, regardless of the point it is placed on the connecting rod 6, The maximum lateral dimension of thc path described by this pin varies with its position along the shaft of this connecting rod. By placing the pin 15 at a certain point upon the connecting rod 6, this pin will describe such a path that a certain length line from any point on it will terminate at some point along the sixty deree arc that the pin 14 describes and this ine will terminate at one extremityof this arc when the crank pin 4 is 180 degrees advanced from the position shown in Figure 1 and from the other extremity of this arc when this crank pin is degrees advanced from the position shown. By placing the pin 15 at a certain point on the connecting rod 6a and by making the link 13 a certain length, the pin 14, remaining always in its 60 degree arc,.wi1l be at'one extremity of this arc. when the pistonhead 5 is in the position it assumes at the instant of explo'- sion in the cylinder A andy at the other extremity of this arc when the piston head 5 is at the position it assumes at the instant of explosion in the cylinder E. -Thus the diaphragm 10 is at one extreme position when the cylinder A is ready for the explosion and at the other extremeposition when the cylinder E is read for its explosion.

e As the paths described by the ins 15"` i 15, 15", 15, and 15t are not identical with that described by 15, due to the nature of the connection between the connecting rods 6, 6, 6d, 6, and 6', through the distribution ring 7 to the crank in-4, the exact position of these pins upon t ese connecting rods must be determined in each case as well as the exact length of the' links 13', 13", 13, 13', and 13, in order that the. pins 14', 14', 14", 14', and 14 will remain always in their 60 degree arcs and reach the extremities of these arcs one wa l o the compression chamber V are conveyed to cylinder B. At the same time, the gases from compression chamber X are also conveyed to cylinder B. This pin and diaphragm reach the other extremity of their arcs when the piston head 5t is in the posi- 90 tion it assumes at the instant of explosion in cylinder F and the entrapped gases on the other side of this diaphragm 10'A are conveyed to cylinder F; at which time the gases from compression chamber Z are also con- 35 veyed to cylinder F. Pin 14" and diaphragm 10' are at their extreme points at the instants of explosion in cylinders and A in like manner. Similarly diaphragm 10 serves cylinders D and B; diaphragm 10 90 serves cylinders E and C, and diaphragm 10* serves cylinders F and D. As previously mentioned diaphragm 10 'serves cylinders A and E. The arrangement is similar in the other group of cylinders.

The compression chambers are connected to the cylinders which theyv feed for the period in which they are furnishing com pressed gases to them. This period in every ragm 10' reach one ex- 70 case starts as the pistn head' be 'ns its mo- 100 tion away from its cylinder hea and terminates just before theI explosion. As the movement of the diaphragms inthe com ression chambers-is so timed as to reac its extreme positions just as the communication betweencylinder and compression chamber is terminated, practically no gas'reinains in that com artment of the com ression chamber whic is then at its minimum volume.

If any considerable amount remained, when the diaphragm started on its return movement this would expand to normal volume beforeany new gases were sucked in, thus cutting down materially the eiciency'of the their-.extreme points driving out the compressed gases, the compression chamber ports are closed and the ports in the cylin ders through which these gases are admitted compression. Just as the diaphragme reach are also closed. Immediately thereafter the Wl explosion takes place so that there is noo portunity for these gasesito expand` in the cylinders.

' While the form of bersvshown in the as well as the means to operate them, is deemed desirable-because of thepeculiar advantages over other means of gaining su r-compression, neither this form nor the compression chamaecomganying drawings, l

this method of functioningis essential to u the operation of' the engine. Someofthe advantages peculiar to this form and method i the lateral thrust of the piston heads on the sides. of their cylinders is reduced as the links pivoted to the connecting rods at all times exert ,a force .on these rods tending to counterbalance and offset this thrust. Another advantage is that no gears, eccentrics, slots, pawls, cams, springs, or other more or less objectionable devices, are required.

The flywheel 3, shown in crosssection in Figures 4 and 5, -revolves with and about the crankshaft 1. Both inner and outer surfaces of the broad flanges of this wheel are in continuous contact'with the various portions of the engine forming its casing, thus covering and sealing the cylinder ports 18a, 18, 18, etc., of one group of cylinders.

and 18, 18D', 18, etc., of the other group. These flanges also cover and seal all the ports of the compression chambers 16,'16", etc., 17, 17", etc, as well as 16, 17"', etc. On theouter flanges of the flywheel 3, di-l rectly opposite the cylinder ports 18, 18,

181', 18h', etc., are exhaust ports 19, 19",v

193", 19h', etc. Extending through the flanges of the flywheel 3 in the paths of these `cylinder ports and vexhaust ports are two exhaust slots 20 connecting temporarily the ports 18a' and 192,18b and 19", etc., and 20' serving a similar purpose for 18a and 19a', 18' and 19h', etc. A s the flywheel 3 revolves, the slots 20 and 20', at the proper times, allow the exhaust gases to pass fromv the cylinder ports, through the exhaust ports and into two exhaust tubes 21 'and 21 which encircle the flywheel 3. An exhaust 22 connects to these two exhaust tubes and carries away the exhaust gases. -A circular plate 23 cofntaining these exhaust and other' tubes is intwo, sections, bolted tothe engine frame and to each other.

f IAlso in the paths of the`cyl inder ports 18a, 18, etc., on the inner side'of the flange of the flywheel 3 is an intakeslot 24 which ,comes into. register with these-'ports only during the time that the piston heads in the cylinders which they are then serving are moving from their cylinder` heads to their position at the-time the explosion takes place. An intakeislot 24 serves a similar purpose for thecylinderi ports 18', 18D', etc. These intake slots `24 and 24 extend only part way through the flanges of the fly` the compartments of the compression champaths of the compression chamber ports 16,

16", etc., and 16',.16", etc. These slots 26 and 26 are' in register with the portsof 27 and 27 bers serving a 'cylindeii at the same period that the intake slots 24 and 24' are in. register with4 the -cylinder ports of that cylinder A These latter are similar .that they are-located in the paths of the compression chamber ports 17, 17", etc.,

land 17^, 17"', etc., and serve these ports rather than 16, 16", etc., and 16, 16"', etc.

Fresh explosive gases are admitted to the compression chambers through the compression chamber ports 16, 16", etc., and 161, -i

16"', etc., by two supply slots 29 and 29 which extend through the flanges of the flywheel 3 and. connect these ports with supply ports 30, 30", etc., and 30, 30"', etc., in the circular plate 23 opposite their respective compression'cham-ber ports. These supply slots 29 and 29 are in register with and connect these supply ports with these compression chamber ports at the time their respective compression chambers are in positionto suck in these fresh gases. Similarly two supply slots 31 and 31 connect at the proper time the compression chamber ports' 17, 17", etc., and 17, 17"', etc., with their corresponding supply ports 30, 30", etc., and .30, .30", etc. These supply slots are bent vin the thickness of the flywheel flange,- as `these supply ports and these compression chamber ports are not directly opposite one another. The same supply'ports are served by both supply slots 29 and 31 as are the supply ports ofthe other group served by vthe supplyslots 29 and 31'. The supply port-s of each group are connected into their tubes in the flanges of the flywheel 3 is"` shown in the diagram Figure 3. It will be noticed that none of these slots interferes with any other slot and that all the various ports are `connected with thel proper duct at the proper time and only-then and with' nofothers.` It will also be noticedthat no valves of any sort, other thany the flywheel, are required for the complete functioning which includes supply of fresh gases to each compartment of each compression chamber, conduction of thesegases after compression from these compartments to the cylinders they serve, and removal of thev burnt gases from the cylinders.

i Due to the fact that the admission of the compressed gases linto the cylinders is terlas vcausi minated only .an instant before the explosion engine. It will also be noticed that no backtakes place, these gases are, at the time of lire can occur because of the' fact that the the explosion, ina state of lrapid motion, piston heads. are already moving in their thus producing a rapid and Ythorough comproper directions when the explosions take bustin of these gases. The motion of these place, in fact from the time the compressed gases is more extensive and at a higher gases are admitted into the cylinders. Even velocity than that caused by the various pisif preignition were to occur, 1t would merely ton and cylinder shapes designed to produce force the piston head in its pro er direction. turbulence in Vthe usual types of internal-I There is less likelihood of mis re in my incombustion engines. vention than in other types of internal-com- Thecompressed gases in the cylinders A, bustion` engines for the reasons that the gases B, C, D, E, and F, are exploded by means are so highly compressedand in such a state of an igniting device ,34 which is recessed l of turbulence as to insure combustion and into the inner side ofthe flange of the flythe igniting ldevice having a constantly inwheel 3 in such position as to' come into candescent surface, cannot fail to function or register with 'each of the cylinder ports 18, give a feeble spark as spark plugs might do. 1,8", 18, etc., at t-he time it is desired to To' prevent the escape of gases about the ignite these' gases. -This igniting device 34 various ports and slots on and opening onto consists of electrical insulating material in theiiangesof the flywheel 3, and to provide Awhich is a semi-spherical'depression expos- 'an easily removed wearing surface for the ingawire or bar of'highelectricalyresistance' areas in contact, friction bands are intro- 35. This wire makes contact with two duced, these being recessed either into' the screws 36 which are insulated vconductors flanges ofthe flywheel or'into the casing and which in'turn make contact.v withinsuabout the same. These friction bands serve latedbar conductors 37 andV serve to liold "a purpose similar to that of the piston rings the ignitin'g device 34 in place onthe lyof thisengine or those' of other types of wheel 3. The bar conductors make separate Ainternalcombustion engines. These friction CODICS .With inlsulted OOIIUCOI' bndsi bands are held vinplace by the spring or which Aencircle the' periphery. of the llyelasticity of the' metal' of which ythey are wheel 3. The cylinders Aa B', C', etc., are composed, beingon the inner circumference similarly served by an 'ting device 34', of the two surfaces in contact and endeavorsimilarly constructed, an a.; high resistance ing to straighten out, thusv kee ing them wire 35 therein contained'is similarly conagainst the outer circumference o these two 119015811 t0 th OODIIII'LOI.bands 38- and Vv38' surfaces. To prevent the escape of gases in bymeans of screws 36' and conductor barsv the direction parallel to these bands and to 3 Y make a gas-tight and easily removed wear- YFigure d shows the method of supplying ing surface betweenthese bands, they are electrical current to these conductor bands arranged in oups or units and connected 38 and 38', each band having a spring contogether by ars 'also recessed similarly to tact brush 39 and 39 respectively continually the friction bands. pressing against them. These two brushes Friction band units40 and 40 consist of are recessed into the circular plate Q3, infour frictionbands each, joined together by sulated, and connected by ordinary contact friction bars'43 and 43 perpendicular to screws 51 and 51' to the wires furnishingtlle' them. YThese entire `units are recessed into current. The currentfrom these wires the casing of the flywheel 3 and bear against makes the two circuits as above indicated the. inner flanges of the fiywlieehthe spring.

using the high -esistance wires 35 andi-'35 of the metal ofthe bands keeping the entire to be continuously incandcent. These inunit-in contact with these flanges. The candescent-surfaces coming in Vcontact with .bars of these units areplaced at such points 'the compressed Y they pass the cyhnder ports, to cylinders or compression chambers, but the lesion. could be made so as to occupy all of the It will-be noticed that no timing for the space in contact'except these ports or as ignition system is required and no backfire much of this s ace as desired. nor pre-ignition `from canoccuras Friction ba units 41 and 41' consist of ignite theV same mistlmmg the firing of each, cylinder must take place three' friction bands each )oined together e Awhen itspistonheadisinthepro tmp tion since this and the position of l .device are both determined by the position 3' and bear against the circular plate 23.j of theecrankshaft.y But two ignit' devices The friction bars 44and 44 are arranged arerequired for. the twelve cylin ers and about the lcircumference of the flywheel 1n they, being of simple construction, 'ue much such positions' avoid crossing the slots @less susceptible disorders than arespark or openings in the flanges of the flywheel. plugs, of which twelve would be required Friotion'bandunit 42 consists of but two the .usual type of internal-combustion .friction'bands recessed into-the iiywheel on in the cylinders whenv that they will n ot obstruct any of the ports' by friction bars 44 and 44. These are all l recessed into the outer flanges of the flywheel.

Ilm

lill

lsu

, bands each 46, 46, etc., and 46 and 46V',

s piston rings in combustion cylinders, bearing 4against the walls of the compression cham- 'bers and preventing the escape of gases from etc. These extend around the periphery of their diaphragme fromone end of the pins 11, 11", etc., and 11"', and 117, etc., to the other and serve a purpose similar to that of one side of the diaphragm to the other.

Oil is-supplied for the lubrication of the various parts of .this engine through the hollow crankshaft 1 and returned through an oil pipe 48 to an oil pump which again forces it back through the crankshaft inl a continuous closed circuit. The route of this lubricating circuit for each group of cylinders is as follows: Crankshaft 1 to crank arms- 2 which are hollow, to crankpin 4 which is also hollow, through holes 52 in the shell of the crank pin which extends through ythe inner shell of the distribution ring 7 to thev hollow space ofthis connecting ring, through small holes drilled through the centers of the pins 8, 8, 8, etc., which in each revolution of the crankshaft connect up twice withntubes 53, 53, 53, etc., in the connectingrods 6, 6., 6, etc., through these tubes to the pins 15, 15, 15, etc., through holes drilled through the centers of these which at each oscillation of the links 13, 13V, 13, etc.,connect with tubes 54, 54, 54W, etc., in them, through these tubes tothe pins 14, 142,14", etc., through holes through these which at each forward and backward swing of the arms 12, 12",' 12", etc., connect'with tubes 55V, 55W, etc., inI them,l through I' these tubes to tubes 56"56", 56", etc., run-` ning through the axes of thepins 11, 11", 11W, etc., through these tubes and through holes 57 through the casing of the iiywheel 3 which are prolongations of them to. thespace surrounding the flywheel, fromy this space throu h radial tubes 58 periodically spaced in t e iywheel to an oil tube 47 which encircles the circular plate 23 and connects with'the oil pipe 48 which returns to the oil pump. A

Branches from this main circuit lead from the tubes 53, 53, 53, etc., and .connect at each forward and backward movement of the piston heads 5, 5, 5, etc., to the piston pins 9, 9, 9, etc., through holes 59, 59, 59, etc., in the axis of these pins to the walls of the cylinders. Other branches "lead from `the radial tubes 58 in the flywheel 3 to ducts 60 in the fianges of the same'that terminate 0n the surface of the friction bands 40 in the pins 11, 11", 11",l etc., thus lubricating the surfaces of the compression chamber walls. Similarly the cylinder Walls are served by the terminals of the tubes 59, 59, 59, etc., in the iston pins 9, 9, 9, etc. The lubricating circuits in the other groups of cylinders and compression chambers is similar.

Thus each -pin andivot, bearing and wearing surface throng out the engine is supplied with lubricating oil. While the closed circulating Fsystem does not reach them all, lines leading yfrom this system do, and with the oil at proper pressure adequate lubrication of all points requiring it is secured. The ducts leading to the friction bands are small so that capillarity will assist the oil distribution. Capillarity also distributes the oil along the surfaces of the friction bands, the walls ofthe cylinders and compression chambers and about the circumference of the various pins and pivots. The centrifugal force, due to the rapid rotation of the flywheel, materially assists the voil circulation by increasing the velocity of the oil ipassing through the radial tubes 58 'i in the rounding it to the oil tube 47.

The engine is maintained at its most efiicient temperature by a circulating water' cooling system similar to those in general use. Cold water from a pump flows through inlets 49 and 49 and returns back to the `cooling apparatus and pump through outlets 50 and 50.A The exterior surfaces of the cylinders are almost completely surrounded by the water of this cooling system and most of the exterior surfaces of the com pression chambers are also exposed to it. The spaces between the cylinders and coinywheel leading from thel space sur pression chambers and the spaces encircling each group of cylinders and compression chambers are the passages through which this cooling `system circulates.

Since in Figures 1, and 4 the sectionsare ltaken on the axes of the cylinders, these line of tangency between cylinder walls and compression chamber walls. In planes either in front or in rear of the plane on which this section is taken, a volume of water is between each cylindei` andcompression chamber, which volume increases as the plane is taken farther from the axes of the cylinders. Similarly in Figure 4 the metal between the cylinders and the casing snrrounding tlieffiywheel is a web pierced with slots for the passage of the water. In planes either in front or in rear of the plane of this section a volume of water is between the cylinder and the flywheel casing.

No attempt has been Imade in the accompanying drawings to show parts or feal tures characteristic of this type of internalcombustion engines except in so far as these parts or features are required to show the functioning of this invention. For instance, the crank bearings are not shown, though ample space is allowed for them about the crankshaft. While each cylinder group is shown in two castings, each cylinder and its adjoining compression chamber might be separate pieces or the cylinders and compression chambers might each be units.

What I claim is:

l. In an internal combustion engine. a flywheel of I shape in cross-section provided with passagevays for gases in the broadcned flanges thereof and adapted and arranged to control the passage of gases through the engine.

` 2. An internal combustion engine coinprising a plurality of stationary cylinders arranged in a circular series, a crankshaft disposed axially of said cylinders, and a wheel with peripheral flanges secured to said crankshaft and actuated directly thereby, said wheel being provided with passageways within said flanges adapted and arranged to coincide with openings in the cylinders at intervals to permit the escape of burnt gases from said cylinders.

3. An internal combustion engine comprising a plurality of stationary cylinders arranged in a circular series, a crankshaft disposed centrally of said cylinders and a wheel with peripheral flanges secured to said crankshaft and actuated directly thereby, said wheel being provided with passageways within said flanges adapted and arranged to 'coincide with openings in said cylinders at intervals to permit the admission of coinbustible gases into said cylinders.

4. An internal combustion engine coniprising a plurality of cylinders arran ed in a circular series, a crankshaft dispose centrally of said cylinders, a plurality of comy pression chambers adapted to compress comustible gases and a wheel secured to said crankshaft, said wheel being provided with passageways adapted at intervals to connect openings in said compression chambers with the source of supply of combustible gases to permit the admission of said gases into said compression chambers.

5. An internal combustion engine coniprising a plurality of cylinders arranged in circular series, a plurality of com ression chambers adapted to compress com ustible gases for said cylinders, a crankshaft disposed centrally of said cylinders and a wheel on said crankshaft, said wheel being provided with passageways adapted and arranged to connect openings in said cylinders with openings in said compression chambers to permit passage of compressed gases from said c linders to said chambers,

6. n internal combustion engine coniprising a plurality of stationary cylinders arranged in circular series, a crankshaft disposed centrally of said cylinders and a wheel secured to said crankshaft to rotate directly therewith, said wheel being pro:Y

vided with passageways adapted and arranged to control the admission of combustible gases into the cylinders and the exhausting of burnt gases therefrom and provided with an igniting device for igniting the charges in the several cylinders.

7. An internal combustion engine comprising a plurality of cylinders, an equal number of compression 'chambers for compressing combustible gases to be admitted to said cylinders and means for delivering compressed gases simultaneously from two compression chambers to a cylinder.

8. In an internal combustion engine a plurality of compression chambers each provided with a pivoted diaphragm adapted to swing from one side to theother of its compression chamber.

9. In an internal combustion engine, a plurality of compression chamberseach provided with a diaphragm pivoted therein and adapted to swing from one side to the other of the chamber, said diaphragm being adapted and arranged to compress gases as it moves in each direction.

10. In an internal combustion engine, a

lurality of sector shaped compression chamers, each chamber being providedY with a diaphragm pivoted at the apex thereof to swino back and forth in said chamber, said diaphragm being adapted and arranged to compress the gases in the chamber in each direction of its travel.

11. In an internal combustion engine, a plurality of alternating circularly disposed cylinders and compression chambers therefor, a crankshaft disposed centrally of said cylinders and compression chambers, diaphragms pivotally mounted in said chambers and actuating arms for said diapliragms connected thereto and to other moving parts of the engine.

12. An internal combustion engine comprising a plurality of cylinders and compresilll) llo lll() sion chambers, said cylinders beingopils'ovided with pistonsand connecting diaphragmsk pivotally mounted in said compression chambers and actuating arms'for said diaphragme connected thereto and to said connecting rods of said pistons.

13. In an internal combustion engine in which a wheel is secured to the crankshaft to rotate therewith past a stationary member of the engine, a plurality of metal bands se'- cured together to form a unit and interposed between said wheel and said stationary member, one of said members being grooved to receive said bands and the elasticity of the metal of said bands holdin them -in place,

14. In an internal comustion engine which a wheel is secured to the crankshaft to n l rotate therewith past a stationary member being of the engine, a plurality of metal bands-se- -cured together by strips extending at angle to said bands to form a unit and interposed between said wheel and said stationary member,- one of said members being grooved to receive said bands and strips and the elasticity of the metal of said bands holding them inv place.

form a. umt and interposed between said flywheel and said casin one of said members grooved to receive said bands, Signed of August, 1926.

JOHN WARREN TEASDALE.

metal bands secured together to at st. Louis, Missouri, this 24th day

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