US317249A - Electro-magnetic reciprocating engine - Google Patents

Description

BEST AVAILABLE 2 SheetsSheet 1. 0. J. VAN DEPOELE. ELEGTRO MAGNETIC RBGIPROCATING ENGINE.

(No Model.)

Patented May 5, 1885.

N. PETERS. Phoio-Mhegnphur. Waihm ien, no

BEST. AVAILABLE COP.

(No Model. v 2 Sheets-Sheet 2.

G. J. VAN DEPOELE.

ELECTED MAGNETIC REGIBROGATING ENGINE.

' No. 317,249.. Patented May 5, 1885.

N. PETERS. PhOlvLhMgnpMr. waw m nc.

BEST AVAILABLE-COP.

PATENT OFFICER CHARLES J VAN DEIPOELE, OF CHICAGO, ILLINOIS.

ELECTFlO-MAGNETIC RECIPROCATING ENGINE.

. SPECIFICATION forming part of Letters'Patent No. 317,249, dated May 5, 1885.

Application filed April 5, 1884.

To aZZ whom it may concern.-

Be it known that I, OHARLESJ. VAN DE- POELE, acitizen of the United States of America, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Electro-Mag netic Reciprocating Engines,of which the following isa specification, reference being had therein to the accompanying drawings.

llIy invention relates more particularly to certain improvements in that class of electric motors wherein a core has an endwise motion in a solenoid; and the invention. consists in certain combinations and peculiarities of construction and arrangement of parts, which will be more fully described, and then pointed out in the claims.

In the accompanying drawings, Figure 1 represents a plan view of an engine with the solenoids in section; Fig. 2, a side-view of the same; Fig. 3, a detail showing a side-view of the central rod and its attachments and a central bar. Fig. 4 is an end view of the frame. Figs. 5 and 6 are side and end views, respectively, of the preferable arrangement of the solenoids. Fig. 7 is an end view-of an arrangement of four solenoids withtheir cores. Fig. 8 shows the mode of operating the apparatus in multiple are. Fig. 9 shows the mode, of operating the apparatus in series.

Experience and experiment have shown me that in order to produce a rapid reciprocating motion from magnetic cores actuated by solenoids it is necessary to divide the cores into many parts; or, in other words, instead of using a single heavy core influenced by a large solenoid it is better to use a number of smaller cores, each core being influenced by a separate helix or solenoid, and that to pro cure the best effect the cores should be hollow, and that the cores and solenoids should be arranged in a circle or cluster. I have,further, found it advisable, in order to prevent the destructive effect of large sparks, to gradually make the connection between the solenoid and the source of power.

To illustrate my invention, I will describe different modes of carrying it out, premising, however, that some features thereof may be used with an engine having one or two cores, if desired; and the better to illustrate my invention I have shown an engine provided with (No model.)

only two cores and solenoids, although, as before described, I intend to use the cores arranged in a circle or cluster, for that is much 5 5 preferable, as will be hereinafter explained. 1

Referring to the drawings, A represents the base-plate on which the dilferent parts are arranged.

B represents a cross head or bar of iron 6 forming the heel for the cores 0, which cores work in solenoids S S, each of which is made up of sections 8, separately wound, as clearly shown in Fig. 1, where the solenoids are represented in section the better to show this fea- 6 5, ture. The cross-head or heel B works in a suitable guide on the face of the base A, and carries beside the core the rod D, 011 which are secured the tappets d d, and having at tached to its other end a drill, D, or a hammer or other tool; or it may be a pitman to connect the motor with a crank or other device to convert the reciprocating motion of the cores and rod into rotary motion. Around this rod is a spring, It, one end of which is attached to the bracket B-, forming part of the frame, and the other to a collar, D". The tappet d is secured to the rod D by a set-screw, so as to be adjustable; but the tappet d is loose-on the rod, and has a light spring, r, between it and the cross-head B, which spring has one end connected with the cross-head and the other end with the tappet d.

At E is shown a vibrating central bar, pivoted at e to the frame and electrically connected through its pivot with the source of power by the wire N.

At 6 e e are a series of contact-points, each one of which is connected with one or the other of the outer terminals of the sections 3 of the solenoids, which sections are all of fine wire of equal resistance, and all have their inner terminals soldered or otherwise permanentl y attached to a copper conductor running the whole length of the solenoid, and are thus electrically connected with the pole I.

The operation is as follows: The proper connections being made with the source of power, and the central bar, E, being in the position shown in Fig. 2,the solenoids act on the cores in a manner well understood and draw them into their interiors, as represented by the arrow in Fig. 1, by which means a reciprocating motion is given to the rod D and the drill D 5 the light spring r and run along the rod D until it strikes the lower end of the contactbar E, moving it into the position shown in Fig. 3, and thus breaks the connection. As soon as this is done the spring r draws back the tappet d, and as the electrical connection is broken by the movement of the contact-bar the solenoid loses its power,and, the spring It draws back the rod D and drill D until the tappet d strikes the lower end of the contactbar and pushes it in the position shown in Fig. 2,when: the solenoids are again energized and the motion of the cores 0 and rod D repeated. It will be observed that as the contactbar E moves sidewise it of necessity comes in contact with the different contacts e e e successively, by which means the current is admitted to the difi'erent sections 8, one after the other, whereby all the destructive effects from the spark are avoided. The same 2 5 thingof course occurs when the connection is broken, as the connection with each section 8 is broken separately. I have thus far referred to the cores 0 as if 1 they were of the ordinary constructions; but [I prefer to make mine hollow, as shown in }ig..7, which may be readily done by using "gas or steam pipe properly turned to the right size. It is advisable to split such tubes down one side, as shown in Fig. 7, which will make 3 the magnetization much more rapid whether single or multiple solenoid rods are used.

The reason I prefer a large number of solenoids and cores is that I have found that when large bodies of iron are subject to mag- 0 netization and demagnetization it takes considerable time to bring the magnetization up to its maximum,and that consequently engines where this principle is employed in which the cores are large and heavy work very sluggishly and waste a good deal of electrical energy, whereas in the case of multiple cores and corresponding solenoids a very rapid magnetization will be the result, so that the apparatus constructed on this principle will be capable of a very rapid reciprocating motion and an economy of current will be the result since the action of the current need not be prolonged as in the case of heavy cores and large solenoids.

In the diagrammatic views, Figs. 8 and 9,- I show two methods of working my engines,

the first-named being to place the same in multiple arc and the other (shown in Fig. 9)

having them arranged in series.

In the multiple-arc system,in order to avoid the spark, I divide the current up, as heretofore explained, by bringing the contact-bar E sncessively in contact with the outer terminals .of the sections s, while the inner ends are con- 6 5 nected to a conductor running along the solenoid,as before explainedl This I consider the preferable plan.

BEST AVAILABLE COP At 0 in Fig. 8 is shown a double solenoid wound with single helices,but provided with a resistance which is gradually cut in or out of circuit,so as to avoid the spark at the moment of breaking contact with the source of electricity.

Fig. 9 shows three engines arranged in series and how the current is made to act when the apparatus is so placed. Across the two terminals of the solenoids or helices is arranged a variable resistance,which can be gradually closed around said helices, so that when the bar E is upon the contacts e e a little current will pass through the helices, as it will find a shorter path through the variable resistance, which may be a similar device to that patented by me January 9, 1883. By moving the bar E from the contacts the resistance gradually increases, and thus shunts the main current through the helices until all the resistances are out of circuit, when all the current will pass through the solenoid.

Where the number of the solenoids in the cluster is comparatively large, I lessen the number of sections in each solenoid, and I sometimes use but a single coil to each solenoid when very large, as in Fig. 6, in which case I so arrange the terminals and contact-bar that the solenoids receive the current one after the other. Where only a weak power is required, and the solenoids and cores are very small,I pursuethe same plan with a two-solenoid engine, and admit the current to one solenoid first and the other afterward.

What I claim as new is 1. In an electric engine, aseries of coils, a circuit-controller, electrical connection, and mechanism, substantially as described, operated by some moving part of the engine, whereby the power of said coils is gradually increased near the commencement of each stroke of the engine, as set forth.

2. In an electric engine, a solenoid, a core for the same, and a circuit-controller, electrical connections, and mechanism,substantially as described,operated by some moving part of the engine, whereby the power of the solenoid is gradually increased or diminished near the commencement and termination of each stroke of the engine, as set forth.

3. In an electric engine, the combination of a reciprocating core, a solenoid wound in sections, a circuit-controller, electrical connections, and mechanism, substantially as described, operated by some moving part of the engine, whereby the strength of said solenoid is gradually increased at the commencement of each stroke, as set forth.

4. In an electric engine, two or more cores moving simultaneously in combination with a like number of solenoids, each composed of two or more helices, and means, substantially as described, for gradually including said solenoids in a circuit near the commencement of each stroke, as set forth.

5. In an electric reciprocating engine, a cluster of cores, each provided with a solenoid wound in sections, in combination with a circuit-breaker constructed to successively admit all of said sections into circuit near the commencement of the forward stroke of the engine, as set forth.

6. In an electro-magnetic engine having sectional solenoids,and as a means forsuecessivel y bringing the sections of a solenoid into circuit, a contact-bar, as E, forming one terminal of all the sections of a single solenoid, in combination with a series of independent contacts, as-e, each forming the other terminal of its respective section, substantially as described.

7. In a reciprocating electric engine, and in combination with the reciprocating core and circuit-breaker thereof, a tappet, d, moving with the core andactuating the contact-breaker to close the circuit and energize the solenoid, and aloosely-mounted tappet, d, normally held in position by a spring, but constructed and arranged to move forward to operate the circuit-breaker on the cessation of the motion of the cores, substantially as described.

8. In an electric reciprocating engine, a contact maker or commutator actuated by a collar mounted upon a reciprocating part of the engine, and adjustably fixed thereto to deter- BEST AVAILABLE COP 3 mine the stroke of the parts in one direction, in combination with a loosely-mounted collar normally retained in place by a spring, and arranged to fly forward and actuate the conr mutator of the engine as soon as the forward thrust of the reciprocating vparts is arrested or impeded,thereby causing a backward stroke to be made, substantially as described.

9. In a reciprocating electric engine, and in combination with the core and circuitbreaker thereof, a rod moving with said core, and a tappet, d, fixed on said rod to operate the contact-breaker in one direction, and a tappet, d, loosely mounted on the rod and held normally in place by a spring, whereby on the stoppage of the rod the tappet will fly forward to operate the circuitbreaker and then return to its normal position, substantially as described.

In testimony whereof I have affixed my signature, in presence of two witnesses, this 1st day of April, 1884.

CHARLES J. VAN DEPOELE.

Witnesses:

AURICK STILEs, THEo. P. BAILEY.

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