US895653A - Rotating explosion-engine. - Google Patents

Description

No. 895,653. PATENTED AUG. 11, 1908.

R. G. MARKS.

ROTATING EXPLOSION ENGINE.

APPLICATION FILED SEPT. 12, 1906.

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/ I V 1 t A TTORNE ys NIT D STATES PATENT OFFICE.

ROY CLIFTON MARKS, OFSAN DIEGO, CALIFORNIA, ASSIGNOR OF ONE-EIGHTH TO R. H.

GUNNIS, ONE-EIGHTH TO OLIVER-I. WINSTOX, AND ONE-EIGHTH TO W. W.

AIL OF SAN DIEGO, CALIFORNIA.

WHITSON,

ROTATING EXPLOSION-ENGINE.

To all whom it may concern:

Be it known that I, RoY CLIFTON-MARKS, a

citizen of theUnited States, residing at Sanv Diego, in the county of San Diego and State of California, have invented a new and useful Rotating Explosion-Engine, of which the following is a specification.

This invention relates to an internal combustion engine of that type in which the cyl inders and pistons-rotate about a stationary crank shaft and relates more particularly to a two cycle explosion engine of this charthe type referred to, so as to produce a high efficiency and to obtain a simpleand effective control.

A further object of the invention is the employment of a separate fuel pump for each Working cylinder whereby the charges are delivered to the cylinders in a positive vmannenthe arrangement of the pump and working cylinders being such that a simple and substantial construct-ion 1s produced.

, A still further object of the invention is the provision of a inulti-throw crank shaft made up of sections so connected that the relative position of the pump pistons with respect to the pistons of the working cylinders can be changed, either while the engine is idle or in operation, for effecting the discharge from.

the pumps to their respective cylinders at the proper period.

With these objects in view, and others, as

will appear as the nature of the invention is better understood, the invention comprises the various novel features of construction and arrangement of parts, which Will be more fully described hereinafter and setforth with particularity in the claims appended hereto.

In the accompanying drawings, which illustrate certain of the embodiments of the invention, Figure 1 is a longitudinal section of one form of the invention. Fig. 1 is a 'fragmentarysectional view of the hi'ngeco'nmotion between the two sections of the crank shaft of the engine. Figs. 2 and 3 are,

respectively, a front elevation. and a verticalsection of the fuelor mixture distributing Patented Aug. 11, 1908.

valve, drawn on an enlarged scale. Figs. 4 and 5 are, respectively, afront elevation and a vertical section of the inlet chamber asso showing the muffler of one of the cylinders and the means for completing the circuit of the individual spark plugs.

Corresponding parts in the several figures a are indicated throughout by similar. characters of reference.

Referring to the drawings, ar d more par-.

ticularly to Fig. .1, 1 designates the side bars of the supporting frame or yoke of the engine, on which bars the crank shaft 2 is supported in bearings 3. In the present instance, the crank shaft is of the two-throw type and made .up of two substantially s imi-" lar sections hinged or pivoted together, as by a pin 4 at their inner or crank arm ends. The left hand section 5 is held stationary'ion the sup orting frame by a key 5'. The sectiorf 6 of t e crankshaft is revolubly'mounted in the right hand bearing 3 for the purpose of changing the angular relation of the crank arms 7 and 8 to which are respectively connected the power and pump pistons. At the outer end of the section 6 is rovided an adjusting lever 9 whereby the sai section can be shifted one Way or the other about its axis for the purpose of varying the period of discharge'frorn the pump or pumps to the.

working cylinder orcylinders or to reverse the engine. The friction between the parts of the hinged joint of the shaft sections=may be sufficient to hold the section 6 inany ad justed position. able latch or locking device may be used in connection with the operating lever 9 for holding the same stationary, as will be readily understood.

Each power or working cylinder 10 has associated with it apump cylinder 11, the two being preferably formed as a single casting and having a common removable head 12.

If desired. however, a suit-.

The cylinder castings, of which there are two in the construction shown-in Fig. 1, are detachably secured at the open ends of the cylinders to the crank casing 13, thesaid casing being provided with ,hubs 14 through which the crank shaft extends. y this arrangement, the'entire structure of the engine, save the crank shaft, is adapted to be rotated by the impulses resulting from the explosions in the'several working cylinders. The

working cylinders are arranged in a commen plane, as are also the pump cylinders, so .that the working pistons are connected to acommon crank pin. The pump pistons 16, which, like the working pistons, are of the 10 trunk type, are also connected to a; common which at its inner end communicates with the mixture inlet chamber through the passage 19in the wall of the crank casing. The fuel mixture is drawn into each pump cylinder through an automatically actuated valve 20, and from the said cylinder the chargeis delivered to the working cylinder through a conduit 21 in the head 12, which conduit is controlled by the automatic valve 22. The crank pins are so related that the pump will 3 deliver a charge to its comp anion working cylinder at about the time the piston in the lattercylinder uncovers the exhaust port 23 and finish delivering the charge at about the time the exhaust ports are closed on the succeed:

ing return stroke; By reason of the crank nicety.

A! I. l

* turen were shaft being made of two hingedly connected sections, the operative relation of each pair of pump and working-pistol s to produce the best. effect can be determined with great The fuel mixture is supplied. from a suitable carhureting system through a supply conduit 2+1 that discharges into an annular inlet chz'miber 25 formed in a washer or aper- The annular member 26 is ound the shaft section 6 and is held stations-25 ,01 rather prevented. from ro tating, by any suitable means, such as, the p A 2st. Intermediate the member 26am; the wall of the crank chamber having the passages 19, is a disk valve 27 that keyed to the shaft section (5 so as to be angularly adjustable therewith. The valve 27, as clearly shown in Fig. 2, is provided with a segmental port 28 through which the suction conduits 17 are periodically brought into communication with the inletchamber 25. The port 15 so proportioned as to properly distribute the fuel mixture to the several pumps, so that the tendency of one pump robbing another reduced to a minimum. This valve 2? is formed with a hub 29 which ts in the central opening 30 of the member 26, Figs. and 5, so that the valve in said member will always he centralized. The

I member 26 is held seated on the valve 27 and the latter is held against the crank chamber wall by the helical spring 31 disposed around the shaft section 6 and abutting at opposite ends, respectively, the member 26 and side bar 3 of the supporting frame. By this arrangement, the parts are capable of relative rotation without the leakage of mixture. In an engine of the construction shown in Fig. 1, the charges are admitted to the working cylinders alternately, so that twoequally spaced impulses are produced during each-revolution. In an engine having a greater number the explosions take'place in the successive cylinders one after another. Inordinary operation, the main piston or powercrankis arranged at an angle of approximately 90" to the pump crank, and by turning the adjustable section of the crank shaft which carries the pump crank through an arc of. 180 the direction of rotation of the engine may be reversed. It is'not, however, necessary, or in fact desirable, that the pump crank-be at all times maintained at a right angle to the Working crank, and it is found in practice that the engine'works best when the pump'crank is located about 120". from the working crank, and if the two cranks are so relatively located, it will be necessary to move the pump crank only through an arc of 120 to reverse the engine.

The correct angle of the pump crank with relation to the power crank can only be deter mined by running the engine The angle is not the same in all engines, a difference in di 'ameter of cylinders, length of stroke, size of exhaust port, and number of revolutions per minute all tend to affect the correct position of the pump crank.

There is no predetermined position of the cranks,and the-object of the adjustment is to permit find-ing of the correct position, and

to place the pump crank on the opposite side of the working crank and in the same relative position thereto for reversing the engine.

' Due to the fact that the cylinders are adapted-t0 berotated, a partial vacuum is produced in the wake of each cylinder, and

of the exhaust gases, so that the discharge of the spent gases, in the partial vacuum thus formed in the atmosphere, assists materially in silencing the exhaust. Furthermore, the

into the atmosphere, an impulse is given to the engine which is in a direction to assist the rotation of the latter, thereby adding power to the engine. For this purpose, each cylinder is formed with an exhaust compartment 32 which may be preferably cast. integral therewith, and is arranged at the exhaust port 23, as shown in Fig. 8, so as to receive when this pos tion is determined, to be able gases are discharged from the rear side of each cylinder so that as they forcibly issue of cylinders, the admission of the charges and v this fact is taken advantage of in the disposal the products of combustion directly from the latter. The Wall of the muffler compartment 32 is perforated with a number of rearwardly discharging jet openings 33 by which the, exhaust gases are ejected into the atmosthefwakejpfthe engine cylinders, it

' medthatjthe engine is rotatin in on indicated'b y the arrow in fig. thei'lrnnfller arran ed in this manachcylind er, the e aust is convenpsedof'without the need of a comy'stern of discharge conduits, and ad vantage' Qf'increased ower of the .;.,f.engine.aiid.a substantially noise ess exhaust phages 1 The, igniting devices, may be of any suitable,character and in the present instance ah,aprkingpflind r is provided with a sparkingg lngiea andfeach plug carries a colrush,"35 that,is adapted once in ass into engagement emery .i-e l iiip fo witha cont'act 36. T e contact '36 is in the g-fornnof,an elongated plate curved in an arc lb andfsupported" by. an insulating block 37..

-;-Qne wirefof the hightensionside of the ignig. tiqnsystemis connected with the contact 36,

as indieated at 38,; andthe other is suitably ,onndedon the. engine structure :Qooperatingjwith themechanism for elec- 3o ;trically connecting the s arking plug to the circuit; is atime'r, more 0 early shown in Fig. K hiscomprisesa controller 39 formed of disk 10i insulating material having a plurality; 0,. equally spaced metallic blocks40 seated in the eripherythereof. The blocks 40qare grour ed on the en ine by means of wiresal extending from the blocks to the hub of the crankrcasing. Arranged to make con- 40 "ha'ving an anti-friction roller 43 that bears on the periphery of the controller. The arm 42 is pivoted on a lever 44 that is sup orted on and insulated from the'side bar 1 o the su porting frame adjacent the controller. T e spring 45 anchored at oneend on .the timer lever, 44 bears at its free end on the arm 42 to maintain the metallic roller 43 in engagement with the controller. One side ofthe low tension or primary side of the ignition system is grounded on the lever 44, so that the-primary currentpasses from the battery or other source and induction coil, through the wire 46, the lever 44, arm 42, roller 43, controller 39 and the engine back to the batterv.v

Power is taken from the engine b y a pulley and belt, a gear mechanism including a clutch, if desired, or any other suitable means. The pulley or gear is preferably keyed to the lefthand hub 1.4 of the crank casing. In the resent instance, the gear wheel 47 is shown. since the cylinders of the engine are ada ted to rotate, it will be found that the fiy W eel effect of the c linders will, in most cases, be 65 suflicient, so t at a separate fiy wheel will not .tac t-withthe controller blocks is an arm 42 be necessary, although it is obvious that a fly wheel may be used, if desired.

In connection with an engine of the character described, a special form of lubricating system is requiredin order that the various working parts may be satisfactorily lubricated; Since the cylinders and pistons rotate around the stationary crank shaft, it is preferable to supply the lubricant underpressure by a pipe 74, Fig. 1, to a conduit 75.extending throughthe crank shaft, the crank arms and pins. Branches'76 supply lubricant tothe. bearings 14 of the'engine. The crank pins are provided with branch conduits 77 that register with conduits 78 ex tending longitudinally of the piston rods.

These conduits 78 communicate with con.

duits 79 in the wrist pins 80 of the pistons. The pistons are apertured in line with the conduits 79, so that lubricant can be supplied to the walls of the pump and working 0 linders. the conduits 7 7 and 79 to lubricate the crank pin and the wrist pin bearings. B y this arrangement, the cylinders, wrist )ins, crank ')lI1S, and bearings of the crank shaft are ef fectively lubricated from a single forced feed device. Although a lubricating system is not shown in the modified form of engine, depicted in Figs. 9 and 10, it is to be understood that a suitable lubricating system is to be employed.

I have described the princi le of operation of the invention, together wit 1 the apparatus which I now consider to be the best embodiment thereof, but I desire to have it understood that the apparatus shown is merely illustrative, and that such changes may be made, when desired, as are within the scope of the invention.

What is claimed is:-

1. The combination with an internal combustion engine comprising a crank shaft, a cylinder mounted to revolve about the shaft, a piston in the cylinder connected with the shaft, and a support for the crank shaft, of a device revoluble with the cylinder for forcing the fuel charges thereto, and a mechanism arranged to control said device for varying the time of discharge of the fuel charges and for changing the direction of rotation of the cylinder.

2. The combination of a Working cylinder, a piston therein, a pump cylinder, a piston therein, acrank shaft composed of two relatively movable sections, separate means for connectingthe work piston with one section and the pump piston with the other section, and a device for changing the relative position-of thesaid sections.

cylinders, a stationary means to which oneof the pistons is connected, and a stationary Sufficient lubricant flows out of means relatively adjustable with respect to the first mentioned means and connected with the other piston for varying the stroke of one'piston with respect to the other.

4. The combination of a working cylinder, a piston therein, a pump cylinder, a piston therein, means for rotatably mounting the cylinders, a two-part crankshaft, a connection between the working piston. and one part of the shaft, a connection between the pumppiston and the other part, means for holding one of the parts stationary, and a device for angularly adjusting the'other part.

5. The combinationof a plurality of cylin-v "ders, pistons therein, and a crank shaft made of two parts and having crank pins to which the pistons are connected, and meansfor hingedly connecting the two parts of the crank shaft.

6. The combination of a crank shaft made of two parts and having a crank pin on each part, a lurality of cylinders mounted to revolve a out the crank-shaft, pistons in the cylinders connected with the crank pins,

means for holding one part-of the crank shaft stationary, and a device for adjusting the other part of the crank shaft so as -to change the angular-relation of the crank in thereof withirespect to the crankpin on t e stationary part. I I

'4', The combination of a crank shaft made 'of two'parts and having a crank pin on. each part, a lurality of cylinders mounted to re-.

' yolvea out the crank shaft, pistons in the cylinders connected with the crank pins, and

I a hinged connection between the parts of the shaft for permitting of relative angular adjustment of the crank pins.

I 8. The combination with a crank shaft, of

a plurality of cylinders mounted to revolve around the crank shaft, said crank shaft pistons in the cylinders, a crank shaft composed of two relatively adjustable parts, con-- nections between the working pistons and one of the parts, connections between the pump pistons and the other part of the crank shaft, and means for, adjusting the position.

of the parts.

10. The combination of a working cylinder and a pump cylinder mounted to revolve, a

stationary crankshaft made of two parts which are relatively adjustable, pistons in the cylinders connected with-the crank shaft,-

a suction conduit forthe pum cylinder which extends from apoint ad acent the crank shaft to the head thelatter, an inlet plying a fuelmixture to the suction condult,

and a valve keyed to the adjustable'part of the crank shaft for controlling the supply of mixture to the conduit.

In testimony that I claim the foregoing as my own, I have hereto affixed my signature in the presence of two witnesses.

nor CLIFTON MARKS. Witnesses J. MoANn'aEw,

ERNEs'r C. FLEET.

chamber adjacent thev crank shaft folnsup-

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