US1730117A - Means for utilizing centrifugal force - Google Patents

Description

Oct. 1, 1929. A. BROWNRIGG MEANS FOR UTILIZING CENTRIFUGAL FORCE Filed Feb. 18, 1922 4 Sheets-Sheet 1 INVENTOR.

Oct. 1, 1929. A. L. BROWNRIGG MEANS FOR UTILIZING CENTRIFUGAL FORCE Filed Feb. 18, 1922 4 Sheets-Sheet 2 INVENTOR. 9M 5M i A 14 rzmniznltz Oct. 1, 1929. A. L. BROWNRIGG MEANS FOR, UTILIZING CENTRIFUGAL FORCE Filed Feb 18, 1922 4 Sheets-Sheet Oct. 1, 1929. A. 1.. BROWNRIGG MEANS FOR UTILIZING CENTRIFUGAL FORCE Filed Feb. 18, 1922 4 Sheets-Sheet 4 INVENTOR. M I; n

Patented Oct. 1, 1929 UNI ED STATES PATENT OFFICE A BEL I. BROWITRIGG, OF EAST ORANGE, NEW JERSEY; ALICE PARKER BROWNRIGG EXECUTE-IX OF SAID ABEL L. BROWNRIGG, DECEASED MEANS FOR UTILIZING GEN TRIFUGAL FORGE Application filed February 18, 1922. SeriaI No. 537,402.

This invention relates generally to fluid pressure motors and more particularly to the utilization of centrifugal force for converting the exhaust fluid into a source of useful energy.

It is well known that complete scavenging of burned gases from the explosion chamber of an internal combustion engine before a fresh charge is drawn into the chamber is es sential to the most eflicient operation of the engine. It is exceedingly difiicult to obtain the desired thoroughness of scavenging by relying wholly upon the action of the return stroke of the piston for pushing the burned gases out of the chamber. This difficulty is due in part to a certain amount of clearance space in'the cylinder which is not reached by the piston in its travel and also to the viscosity and inertia of the mass of gas which resists the discharging movement of the piston with the result that a proportion of the burned gases remains in the cylinder and dilutes the incoming charge; This resistance: to discharge on the part of the burned gases increases in proportion to the speed of travel of the piston so that in high speed engines such as are used in aeronautical work a considerable volume of burned gases yields to compression and remains in the cylinder.

In addition to the resistance to movement on the part of the burned gases, the energy consumed in reversing the direction of movement of the piston and lifting the piston throughout the travel of the exhaust stroke is very considerable and the useful work performed by the engine is correspondingly diminished.

It is one of the objects of the invention, among others, to overcome the objections referred to and to apply centrifugal force to assist in the discharge of exhaust fluid from a fluid pressure motor.

Another object is to utilize the energy produced in the exhaustv fluid by centrifugal force for operating motive means in performing various forms of useful work.

An example of a useful embodiment of the invention resides in providing the propeller of an aeronautical engine with conduits extending longitudinally thereof and in connecting the inner ends of the conduits with the exhaust pipe of the engine to thereby apply the relatively powerful suction eifect of the centrifugal action to evacuating the burned gases from the engine.

In a preferred embodiment of the invention, the kinetic energy of the discharging gases is applied in the operation of a fluid motor which may be turned to useful account in various ways, such as in forcing air under pressure into the combustion chambers of the engine, increasing the draft of air through the cooling means, providing a circulation of lubricating or of cooling liquid, and in doing other work useful in connection with a power plant. I

In the drawings, in which a preferred embodiment of the invention has been selected for illustration,

Figure 1 is a View partly in side elevation and partly in vertical section of a portion of an engine equipped with a radiator cooling device embodying the invention;

Figure? is a view similar to Figure 1 on a reduced scale showing exhaust discharging means forming part of the invention;

Figure 3 is a sectional View on an enlarged scale taken on the line 33 of Figure 2:

Figure 4 is a plan view with parts broken away showing the parts illustrated in Figure 2;

Figure 5 is a view in front elevation of the parts shown in Figure 2 Figure 6 is a sectional view of a propeller forming part of the invention;

Figure 7 is a view in vertical section of the propeller shown in Figure 6.

Referring to the drawings in greater detail an aeronautical engine of a typical internal-combustion reciprocating-piston type is shown at 5. A metal propeller 6 preferably formed of an alloy of aluminum, such as duralumin, and following the general design of a metal prope er recently successfully tested in actual flight, includes in its characteristics relatively great lightness in weight and an integral or one-piece construction. The propeller 6 is carried by the drive shaft 7 which is in turn coupled to the forward end of the extension 8 of the engine crank shaft.

In carrying out the invention the rear or trailing edge of each propeller blade is grooved longitudinally to provide a seat for a pipe or conduit which may be insulated from the propeller with any suitable heat insulating material in as at 11. The separated edges 12- of the grooved portions of the pro pelle'r blades are pressed inwardly into clamping relation to the interposed tube 10 which is preferably given a tapered or stream-line fori mation in cross-section in order to diminish as much as possiblethe tendency to produce a vacuum at the trailing edge in the rotation of the blades. Preferably the conduit 10 opens at its outer end adjacent tov the top of the propeller blade as indicated at 13 in the drawings.

The inner ends 14 of the conduits 10 are connected to a hollow sleeve 15 mounted to rotate with the drive shaft 7 and communicating through openings in its outer surface with theinside of a surrounding stationary hollow drum 16 which converges rearwardly into a pipe section 17.

At 18 is shown the exhaust pipe of the engine provided with valve controlled exhaust ports 19 and also with a common dis charge outlet'pipe 20 which leads forwardly and downwardly to a port 21 at the rear end of pipe section 17 already referred to. A sleeve valve 22 slides longitudinally in the pipeto control the port 21 and also the port- 23 which communicates with a pipe 24 through which air may be drawn from the cell section of a radiator 25. The pipe section 2& is common to a plurality of suction nozzles 26 which are mounted adjacent the inner surface of the radiator cell section. a

The pipe section 24 communicates also by way of the port 27 with an engine inlet pipe 28. A valve 29 is arranged to control the port 27 or aport 30 in the inlet pipe opening to atmosphere.

The inlet pipe 28 is provided with any suitable air pump 31 driven from a fluid motor 32 mounted in a branch 33 of the exhaust pipe terminal 20. A valve Set in the exhaust pipe 20 and located near. the junction of the branch pipe 33 and the main pipe 20 serves to direct the flow of exhaust gas through the main pipe 20 or through the branch pipe in order to operate the motor -0 With the construction described, by moving the sleeve valve 22 to uncovering position with relation to the port 21, the engine exhaust pipe is placed in communication with the conduits 10 carried by the propeller blades so that the centrifugal action created by the whirling blades is utilized in evacuating ex haustgases from the engine.- The power or energy available for the exhausting action is relatively enormous and the ascending pistons are assisted in their travel by the partial vacuum in the cylinders above the pistons when the exhaust valves are opened. It Will be seen that the burned gases are effectively cleared from the cylinders and that the whole'operation of the motor is made more effective. v

In addition, or independently, when desired the centrifugal effect of the whirling propeller may be applied to the creation of a forced draft of air through the cellular section of the radiator by so movingthe sleeve valve22 as to uncover the port 23 in communication with the suction nozzles 26. At the same time the valves 35, see Figure at, may be opened to exhaust the engine cylinders directly to atmosphere. I

The fluid motor 32 in the branch exhaust. pipe23 operates to drive the pump 31 in the air inlet pipe 28 and to thereby force air under pressure through the fuel mixing chamber into the engine. This feature is valuable when the machine has ascended to elevations such that the air is rarified and the normal oxygen supply is deficient. The air passing into the inlet pipe 28 may be drawn through the suction nozzles 26 and the radiator to thereby become partially preheated before entering the mixing chamber, or the air may be drawn directlyfrom the atmosphere through the port 30.

It will be seen that by the use of the described apparatus the operator can utilize the centrifugal force of the propeller to evacuate the exhaust gascsifrom the engine, or in forcing. air under pressure into the engine, or in producing a forced cooling draft through the radiator, or any desired combination of these features. Preferably also the centrifugal action can be made Wholly ineffective when desired by opening the exhaust valves and opening a port 36 leading to atmosphere in the pipe 20.

In addition to the useful features referred to including the evacuation of the exhaust gases, the forcing of air into the inlet pipe of the engine, and the production of a forced draft through the cooling device, 'bythe use of means in which centrifugal force developed by the propeller is utilized, the centrifugal discharge and dispersion of exhaust gases produces a marked mufiling or silencing effect. This feature is particularly advant'ageous in connection with aeronautical engines which ordinarily emit deafening noises in operation.

W hat I claim is:

1-111 an aeronautical engine, a propeller mean? gine, a turbine for driving the air compressor, an aircraft ropeller provided with conduits extendingia ong the blades thereof and connected with the exhaust pipe of the engine I for discharging exhaust gases therefrom by the action of centrifugal force, said gases being utilized to drive the turbine, and means whereby the exhaust gases may be diverted from the turbine and continue to be discharged by the propeller conduits at the will of the operator. v

3. In an aeronautical engine, a propeller provided with a conduit extending longitudinally thereof, means connecting the inner end of the pipe to the exhaust pipe' of the engine, a by-pass in said exhaust pipe, at fluid operated motor in said by-pass, an 1nlet pipe for the engine, aiiair impelling means in said inlet pipe operated by said motor, and valve means under control of the operator for diverting exhaust gas from the exhaust pipe through said by-pass.. I

4. In an aeronautical engine, a propeller provided with a conduit extending longitudinally thereof and communicating with an exhaust port of the engine, a pipe connecting with the intake pipe of the engine and with the propeller conduit, a suction nozzle connected to the pipe and having its open end presented in close proximity to the cooling radiator, and means responsive to the flow of fluid through said conduit for drawing air through said nozzle and forcing it into the engine intake pipe.

5. In an aeronautical engine, a propeller, a conduit extending alon the propeller to cause a radially outward ow of fluid therethrough under the action of centrifugal force, a cooling device for the engine, means for forcing air into the intake pipe of the engine, a fluid-operated motor for operating said air forcing means, valve means for at will connecting said propeller conduit to said cooling device or to said fluid-operated motor or to atmosphere, and valve means for connecting the intake side of the fluid-operatedmotor to the cooling device or to atmosphere. I

ABEL L. BROWNRIGG.

Images