US962254A - Motor. - Google Patents

Description

A. F. ROGKWELL.

MOTOR.

APPLIGATION :FILED MAR. 12. 1906.

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MOTOR.

APPLICATION FILED MAR. 12, 1906.

Patented June 21, 1910.

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/M a Hoz mail? A. F. ROGKWELL.

MOTOR. APPLIOTION HLED MAR. 12, 1906.

962,254. Patented June 21, 1910.

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A.- F. ROCKWELLl MOTOR.

APPLIOATION FILED MARJZ, 190BA 962,254., Patented June21,1910.

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MOTOR. APPLICATION FLBD MAR. 12, 1906.

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MOTOR.

APPLICATION FILED MAB.12, 1906.

Patsnted June 21, 1910.

A. F. ROGKWELL.

MOTOR. APPLIQATION FILED MAR. 12, 1906. n 962925 D Patented June 21, 1910.

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A. F. ROCKWELL.

MOTOR.

APPLICATION FILED MAR.12, 190B.

962254 Patented June 21, 1910.

8 SHEETS-SHEET 8.

WJTNESSES: NVENTOR.

gg@ l Y ZYATTGRNEK ALBERT E. ROCKWELL, or BRISTOL, CONNEOTicUT, AssIGNOR To THE NEW DEPARTURE MANUFACTURING COMPANY, or BRISTOL, CONNECTICUT, A CORPORATION OE OoN- NECTICU MOTOR.v f

Specification of Letters Patent. i Patented June 21, 1910.

Application filed March 12, 1906.- Serial No.4 305,664.

useful Motor, of which the following is a4 full, I clear, and exact description, such as will enable others skilled in the art to which it appertains to makennd use the same,

reference being had toA the accompanying drawings, forming part of this f specification.

This invention relates to the general class of motors, but more especially to that class in which a cylinder (or cylinders) may be charged with a proper fuel, usually a mixture of hydro-carbon gas andair,'said fuel being subsequently compressed lby the movement of a piston and then fired toV cause an explosion which constitutes the-motive force of the motor. j Y. 'Y

The primary Object ofthe invention is to provide .an explosive engine cylinder with a suitable mechanism whereby thel initial fluid supply may be discontinued and a secondary fluid supply, underpressure, be admitted to the cylinder, and vice versa, either being capable ofdriving the motive or power transmitting elements thereof. In other Words, the invention has for one of its objects the association of suitable mechanisms with the engine cylinder whereby the initial asnitable receptacle to be subsequently used Vlas'the-secondary fluid to operate the motor Huid, to wit, the fuel adapted to be ignited, may be cut ol", and a second'fluid which may be non-combustible may bev introduced into the cylinder so as to drive the motor, the latter fluid being under compression.

. It is also the purpose of this invention to provide means whereby part of the pressure in the 'cylinder or cylinders, resulting from the combustion of the fuel may be stored in whenV the primary fluid or fuel -is lcut oft'.

My invention has, furthermore, for its ob jectithe provision of fluid-admitting and exhausting devices the movement of which, when in active operation, are at all times synchronized with the travel yof 'the piston so that whenever the en ine is to be operated by the secondaryv uid, `said devices will be in position to perform their respective functions at the proper time relative to the position of the piston.

My invention has furthermore, for its object the provision vvof a mechanism whereby the secondary fluid-admitting and exhausting devices may be actuated to run the engine by the secondary fluid in' either direction, in other words, forward or backward, substantially by a shifting movement of a controlling mechanism cooperating with the engine cylinder.

My invention has also for its object the l provision of a fluid supply or reservoir .adapted to be charged during the operation of the motor by gas-mixture, this charging operation being accomplished by the con- `secutive explosions each of which contributes a small 'portion of vapor to t-he supply already contained in the reservoir, until the pressure in the latter at least equals that of the explosive force within the cylinder, when the full power of the explosion will remain in the cylinder `and actuate the piston under maximum pressure.

Further objects of my invention will be found in the organization of the mechanism as a whole, and also in the particular construction of some of the component elements, as will be hereinafter more fully described and particularly pointed out in the claims, reference being had to the accompanying drawings, in which similar characters denote similar parts, and in which- I Figure 1 is a top view of a convertible air or gas engine incorporating my invention. Fig. 2 1s an end view thereof, the base casing being shown in section taken on line 2, 2 of Fig. l. Fig. 3 represents avertical transverse section on line 3, 3 of Fig. 1.-

Fig. 4 shows a central .section of one pair of adjacent cylinders,- On line 4c, of Fig. 2. Fig. 5 is a similar section of one of said cylinders taken in a plane at right angles with the section Ashown in Fig. 4,'and as indicated byline 5, of Fig. 1. Fig. 6 represents a top View of one pair of adjacent cylinders, the cap of one being shown in horizontal section on line 6, 6 of Figs.v 4 and 5. Fig. 7 is a horizontal section on line 7, 7

4'of Fig. 4. Fig. 8 is a top view of one of the valve-actuating mechanisms in position when the engine is runningmforward under air-pressure. Fig. 9 represents a section on line 9, 9 of Fig.`8. Figs. 10 and 11 are views similar to Figs. 8 and 9, and illustrate the valve mechanism in position to run the engine by air, backwardV and Fig. 12 is a diagrammatical topV View of the power plant as a whdleillusltrating a coperative organization of the several active elements.

In ,order fully to comprehend the nature of the present invention vI deem-'it expedient Ito describev first the preferred construction of the engine, as it is adapted-to be o'perated by a proper mixture of hydro-carbon gas, which is compressed to the required deon only two crank-pins; o`r,

gree by the piston in the cylinder, and subsequently ignited or red in a manner generally employed in what `is commonly known as explosive engines. i Y

' yWhereas, primarily, the number'of cylinders which com-pose the engine, lis, generically speaking, immaterial, I prefer to em- `ploy a pluralitythereof, so organized that an impulse may be imparted to the crank shaft of the engine at every quarter of its rotation, and for this reason the motor is shown in the drawings as comprising four cylinders, the' pistons of which are operative vin other words; eachcrank-pin is vactuated by two pistons having' movements on lines substantially at right angles relative to .each other, so that when one piston is at the end of its stroke,

or atl f dead centers, the other piston per-l tainin to the same crank-,pin is practically' s, is shown uas disposed opposite the crankpin w1, or substantially 180.degree's remote therefrom, and is connected with the pisa separate tons in the cylinders 03,0% so that when the engine is running in aA direction indicated by'arrow 'a (see Fig. 2) cylinder c1 is under half compression, cylinder o2 is exhausting,l

cylinder o3 has been fired and its piston 1s substantially at one-half of its working stroke, and cylinder c4 is ready to be fired.-

From the foregoing it will be seen that during the rotation of the crank shaft, the latter receives successive impulses in the cylinders as follows; 0*, 01, o2, 03, 0*, '01', c, and so on during the operation of the engine in the directlon of arrow a, this result being naturally dueto the fact that the axes of the adjacent cylinders 02 and c, vare ldisposed at` right angles to the axes of the ad- ]acent pair of cyl1nders 01'and 03, which enables me to condense the engine into a comparatively small space, and to avoid having crank-pin for each piston. Inasmuch as the construction and func-- tion of the several cylinders above named is similar throughout, the following descrif tion of'one is deemed sulicient to arrive a a clear understanding of the mechanism as'a whole.

Referring to the drawings, 31 ldenotes a the upper part of which is a crank chamber 32,

rovided with a lplura ity of tubular projections -3'3 to which lthe respective cylinders are secured. While the casing may be'made of an metal, I prefer tol make the cylinders 34 o steel, notonly to increase their strength, but also to reduce their weight, and, on account of their comparatively thin walls, increase their adaptability for cooling. 'The lower end of each cylinderl34 is ositioned on the casing 31 by an annular' ange 35 and a shoulder 36, and is firmlyheld in place by a clamping member 37 adapted to engage two adjacent cylinders (as for example c2 and c4, see Fig.

b ed casing comprisin 4)v and secured to the projections 33 by means of screws 38. The upper closed end 39 of the cylinder 34 is provided with a central aperture 40 usually closed by a valve 41 and through which fresh air may beforced into the cylinder when the piston is near the lower end of its stroke.

The engine shown in the drawings is of what is generally known as the two-cycle type, namely, the compressed charge is eX- ploded when the piston is near the upper end of each stroke; the used or spent gas is exhausted at the lower end of the pistonstroke, andy a-new charge is introduced into the cylinder to be compressed during the return movement of the iston when the crank shaft completes its individual rotation.

The piston herein shown comprises -a tub'ular shell'42 closed at its upper end by a headlate 43 and provided with an' annular shoul er 44 which serves as an abutment for anannulus45, in screw-threaded engagement' with and for holding together a two-partv thrust member 46. This member has a spherical recess for receiving the ball-end 47 of a connecting rod'48, which may be the rod 1'2 or any piston rod used with one of the pistons whereby the reciprocating movement of theJ piston is communicated to the crank-pin w1 of the main engine shaft s. The lower'p'ortion of the thrust member 46 is slightlyl tapered, as shown at 50, to be engage by a check nut 51 in screw-threaded engagement with the piston shell 42 and having perforations 52, which permit the use of a Spanner wrench and which, furthermore, serve as vents for the shell. It will be noted that when the check nut 51 is tightened, the annulus 45 will be forced against the shoulder 44 and thus establish a tight joint between these parts. y f 1 The lower end of the pitman rods 48 is shown as being articulated on a head strap 53 in engagement with the crank-pins 'w1 andagainst axial rotation, and this fact is taken advantage 'of to 'prevent the piston 42 from rotating axially -within the cylinder,y a .cir"y cumstance whichin the present construction is desirable on account of certain coperative portsl and passages to be hereinafter described.

Referring to Figs. 4 and 5, it will be seen that the ball-end 47 of the-connecting rod 48 is provided with a vertically elon ated transverse aperture or slot 54, adapted o receive a pin which is secured in the twopart thrust member 46 and arranged in axial parallelism with the crank-pin w1. While the elongation of the aperture 54, therefore,

permits of a slight oscillation of the ball-end` 47 in a plane' parallel with the`crank-pin, the member 46 is locked against rotation relative to the pin 55, -on account of the absence of freedom between the pin and the sides of the slot |54 I(see Fig. 5).

The crank-pin w1 is connected with the pistons p* and p2 disposed in the same plane and at right angles to the axis of the crankpin; and, while the connector strap 53 is4 shown as provided with a single end, the companion strap for the rod r1 is bifurcated and straddles the strap 53 in a manner similar to that shown in Fig. 4, in which the piston rod r4 is illustrated as being articulated on the bifurcated strap 58 in engagement with the crank-pin L02 which also carries the single-end connecting rod strap 59 of the piston inl the cylinder c4.

In Fig. 3 the engine shaft s is shown journaled in bearings 60 and having a crank disk 61 which carries one end of the crankpin w1, the other end of which is secured in a disk 62 supported for rotation in a ball race 63 and. serving as a center bearingI disposed between the crank-pins w1, a02, the latter being also secured to a crank disk 64 loosely mounted on a stud 65 which is vrigidly held in the casing.

The elements thus far described do not particularize any special engine, at least as far as its motive power is concerned, and, in order to arrive at a clear understandingv of the operation of the motor either by the primary or secondary Huid ressure, lI deem it expedient, first to explain 'the several devices which are called into'action when the engine is-to be run by the primary fluid, las

as. g Practice has fully vdemonstrated that the eiiiciency and economy vof what is generally known as an explosive engine, using gas for its piston impulse, depends largely upon the :gas mixture used: Without enterin minutely'into the details of what. constitutes a proper mixture, let it suffice to state here that the component elements of the,

mixture are in the present instance supplied to each cylinder at opposite ends thereof.

In Fig. 5 the gas supply pipe 66 isshownl terminatingr in a port or pocket 67, opening into the cylinder 'and normally: closed by the pistonshellj42. The piston is here shown in its lowermostposition, andI the'used gas in the cylinder isnot only permitted to escape through the exhaust port 68, but is practically foiiceitout` byffresh air which enters vunder pressuretthrough the aperture 40 and past the trabaje- '41 above described. The fresh air is conducted to the valve chamber 69 through a pipe 70, the valve being normally closed by a spring 71 engaging a collar 72 secured to the valve stem 411 1n any convenient manner. The valve 41 is preferably of the cone type and centrally disposed inthe top plate 39 of the cylinder, so that the air will enter the latter in a spreading or diffusing manner. rlhe air supply will continue during the initial return movement of the piston and immediately thereafter will cease, which will result: lirstin closing the exhaust port, and immediately thereafter permit a supply of fuel, as gas, to enter the cylinder.

By referring to Figs. 4 and 5, it will be seen that the upper portion of the piston comprises a cup-shaped member 73, t-he bottom of which rests upon the annular shoulder 44 abovementioned, and which may be forced into close contact therewith by the head plate 43 in screw-threaded engagement with the piston shell 42. In this manner a chamber 74 is formed in the piston, and a port 75 leads from said chamber to the outer surface of the piston. The path of the Vport 75, during the upward piston travel, 'intersects the fuel pocket 67, so that after the :exhaust port 68 has been closed, the gas pocket., will be in-communication with the chamber 74, and the fuel may then be forced into the cylinder past a preferably gravitative valve 77, which is mounted for a limited rise and fall movement in a tubular hub 78 constituting a part of the piston head 43 and having an air tight joint with the cup member 7 3. The valve 77 is also of the cone type, so that the fuel may be spread as ,it is forced into the cylinder, V,thus encountering the fresh air -which hasientered from above and consequently thoroughly commingling therewith. The continued upward travel of the piston V.will result in `cutting-off the gas supply as .soon aspthe port 75 has passed the pocket 67) 4 and, inasmuch asl previous to this time the requiredamount of air will have been delivered in the cylinder, the now complete-mixture will be compressed ready to be firedl or exploded.

In tlnpresentA instance I have provided a spark plug 80, the metallic core 81 of which may be connected by a conductor 82 with any suitable spark producingA device, preferably asmagneto M (see Fig. 3) which is operatedv by gears-83, 84 from the engine shaft s, and a commutator 'C sections of which are electrically-connected with the spark plugs determinedby the-commutator or s ark timvin -it's highest position indicated by of all four cylinders, respectively, in the usual manner.

the electric spark issuing from the core 81, as

ing-device of the magneto M. T e metal parts of the spark plug are preferably at a greater distance apart than the distance pre-- vailing between .the sparking pinl and the piston when the piston, is in posltionv for fir- In` order to insure the proper operation of the gas engine, I have provided means` for cooling the working parts so as to maintain them vat therequired temperature, and in the present instance I have shown a system whereby the cylinder as well as the pistonsv are cooled by air in what may be termed a positive manner. The `cylinders areV provided at their tops with cappingl members 85 secured thereto by rivets 86, (see Fig. 6) and each adjacent pair ofV which are prefer- 'ably united by means of screws 87, substantially to form a unitary device '(see Figs.' 5 and 6.1). Each cap 85 is provided at its top' with an aperture 88, through which atmospheric air may pass into thehollow dome 89 of the cap and thence into a cylinder jacket 'which preferably comprises a pair of end sections 90, a cooling section 91 (so called on account of its connection withanair-blast producing device) and an exhaust section 92 which permits the engine exhaust to escape into the open air, or, if desired, into a muiier or similar device.4 The several jacket sections are positioned on the cylinders by means of a circumferential rel cess 93 engaging the upper edges of the sections, and also by means of a similar groove 94Aformedin the cylinder clamping member 37 above mentioned and'engaging the lower edge of the jacket sections, which -may be 'provided with suitable flan es 95 adapted to receive screws 96 for hol ing the several sections together. By this construction a clear space will be obtained all around each individual cylinder, which if preferred may be provided with pins, ribs or similar devices (not shown) .for radiating the heat from the cylinder into the jacket Space.

The cooling'section 91 of the jacket is con- The explosionl or firing ofv v the compressed charge in the 'cylinderr is effected withthe aid of the piston, the cir? cumferential surface of which is naturally" at all times free from soot and always pref sents a perfectly clean metallic surface forI nect'ed with a conduit98,'twovof such conduits (see Fig. care of the our cylinders and lthe jackets `-`therefor, and being 1ncommunication with 'a pipe 99 leading to anexhaust fan or similardevice (not shown).

From the foregoing description it will be 1) being employed in taln'ng seenithat an exhausting air currentds established in the jackets, cool airv entering through the several-aperturesv 88 in the cylinder caps 85, thence passing 'in contact with the entire outer surfaceofthere exposed and consequentlyheated portions of the cylinders, and thence to the exhauster -which discharges the now heated air into the` atmosphere. i

. Inasmuch `as the tops of the several pistons are, asamatter of course, exposed to the heat of the explosion,` I' deem it advantageous to provide means whereby the temperature of the pistons may be kept at a'reasonably low degree, these-means consisting substantially of a cool air-passage disposed directly beneath the piston head, as clearly shown in Figs. 4 and 5, in which it will be seen'thatthe cup member 73 (in combina- -tion with the head plate 43) constitutes a chamber .100' having' oppositely -disposed openings or ports 101,102', which, when the plston is near its 'lowermost position,'will register with apertures 103,-".104, .respec.

tively in the cylinder wall 34'. Of thesethe aperture 103 opens directly into the interior of the jacket, while thel aperture 104 is in constant communication and alinement with a conduit 105 formed in the end section 90' and open to the atmosphere. Now it follows that when the iston is inthe position shown in Figs. 4 and) 5, and the air conduits and ports just-described are in .register with each other, the suction or artial vacuum established in the jacket wi result in causing an influx of atmospheric air through the chamber 100, therefore 'replacing the heated air contained therein by cool fresh air, and consequently reducing the temperature of the upper piston shell and the head, which latter may be provided with heat-radiating pins j v if so desired.

As stated in the beginning ofy this speci-l fication, the presentwinvention has forv one of its objects theprovisionof meanswhereby the motor may be operated eitherl by a fuel or secondary fluid under pressure, the latter feature necessitating' some sort of fluid supply which may be in the" nature of a tank or reservoir such as is designated by "R' (see Fig. 12). Now I prefer to charge the reservoir by taking advantage of the high pressure resultant from the explosions in the cylinders,vit being understood, however, that any number of cylinders may be connected with the reservoir for this purpose, in which case the remainder will serve as power-imparting devices, and exhaust into the atmosphere either director through a muffler (not shown). The particular manner in which the-reservoir is charged bythe explosions in the cylinders is best shown in Fig. 5, in which the cap 85 is'illustrated as providing a chamber 110 connected with the interior of the cylinder by a duct 111 provided in a lug 112 projectln'g into the cylinder -head-plate 39 and serving as a device for positioning both, the capand cylinder, rela- Vtivelyto each other, and to lock the latter againstaccidental rotative displacement.

Disposed above the chamber 110, is a valve chamber 113 normally closed against the.

chamberllO by a valve 114, the stem 1141 of which is guided in a cap 115 and which may be normally closed by a 'spring 116. The chamber 113 is connected wlth the reservoir R by means of a pipe 117, so that when the reservoir R is charged with a fluid under pressure, the valve 114 will be held closed thereby, and the explosions in the cylinder 114 will remain closed, and the explosion in the cylinder will have its full operativel effect upon the piston, so `that in this manner the pressure in the reservoir will be au-v tomatically kept at its maximum, provided the motor is running as an explosive engine.

In the event that the reservoir is empty or under low pressure at the time of starting the en ine, the tendency of the pressure,

resulting rom the exploded gases, to pass into the pipe 117, might retard the proper working of the piston, or pistons unless some means were provided for preventing too much'pressure from entering said pipe 117 at each explosion. InvFig. 5 I have shown a simple means of retarding/the introduction of the exploded gases which means is illustrated as a'springpressed inwardly opening check valve'117a said valve normally resting on a seat at the entrance to the pipeY 117 and having a passage 117 b of smaller diametei" than the diameter of said pipe 117 so that a relatively small amount of the pressure will ass into the pipe during each explosion. gs will be seen by reference to Fig. 5 the valve 117a is capable of opening inwardly so that when it is desired to operate the engine -by the vpressure from the reservoir R, (an operation to be fully eX lained hereinafter) the passage of the'flui from 'the reservoir R to the chamber 113 will be unobstructed.

,In the diagram, Fig. 12, I have illustrated the organization of the several cylinders and their connections with the reservoir R through the main pipe 118, and it will here be seen that the cylinder C may be disconnected from the reservoir by means of a stop valve 119, under which condition the piston in said cylinder will be acted uponby the entire force of the explosion, and the reservoir will be char ed by the explosions in the remainin cylinders o2, c3 and c, only.

It should, o course, beunderstood that each cylinder may be provided with a stop valve,'if desired, so that any one cylinder of the series, or any number of them may be connected with or disconnected from the reservoir, Athe contents of which are to be util- -ized not only for supplying'the pressure required for operating the motor pistons, but also for moving several movement-controlling devices into operative and inoperative positions.

In operating the motor by the secondary fluid pressure only, the mixture-supplying devices as well as the igniting apparatus may be thrown out of action, as will be hereinafter described, and it now'becomes neces- `sary to actuate the means for controlling the admission of pressure fluid and the exhaust of the used fluid. These means comprise the valve 114 previously referred to7 and nowoperative as a* fluid admission valve actuated in a positive manner by a rod 120 which is guided for vertical movement in a sleeve 121. This sleeve is mounted for vertical movement in the cylinder clamp 37, and has at its upper end a valve-disk 122 for closing a passage 123, leading from the chamber 110 into the interior of the jacket and constituting the exhaust port for the motor when it is operated by the secondary fluid. Means is shown for synchronizing the opening and closing movements of the valves 114 and 122 with the movement of the iston, so that the inlet valve willV be o en uring the downward or working stro e of the latter, while the exhaust valve will be opened when the piston is at the end of its working stroke,

,and then remain open during its entire return stroke. These valve movements are ef.

fected rby a valve actuating mechanism clearly shown in Figs. 1, 3, and 8 to 11, and comprising a shaft 124 journaled in bear- 'ings 125 provided therefor on the cylinder casing 32. At one end, this shaft is mounted for longitudinal movement in the hub' 1261 ofa sprocket 126 connected by a chain 127 with a similar'sprocket'128 secured upon the engine shaft s, said hub having a spline connection 129 with thejshaft 124 and held against longitudinal movement in the bearing 1251 by a collar 12511. y

Secured upon the shaftr124 are came 130,

` each of which 4is provided with a seriesof 1402 of which is in engagement with the cam faces 131, 132, 133, ada ted to' operate the air inlet and exhaust va ves by actuatin a series of levers in lengagement with the va ve stems, respectively.

Referring at rst to the air valves of cylinder c2' (see Figs. 5 and 10) it will be noted that the' lower end 1202 of the inlet stem 120 rests upon one arm 1342 of an angle lever 1352 which is pivoted at 1362 in a pair o ears 1372 formed on the casing 31, and the 'other arm 1382- of which is adapted to be actuated byl one of the cam faces of the cam 130, according to the longitudinal position of the shaft. 124. Disposed adjacent lto the angle lever 1352-and also pivoted on the stud 1362, is another angle lever 1392, the arm lower end 1212 of the exhaust valve sleeve 121, while the other arm 1412 is adapted to be engaged by one of the cam faces on the cam 130. 4

The angle levers 1352 and 1392 are =pref erably Xin constant contact with the valve'- stem ends 1202. and 1212, respectively. The shaft 124 is mounted for longitudinal shifting movement, Aeither to bring the several cam faces into a neutral or inactive position.

- cam'faces 131, 133-are-both similarly disposed relative to the cam face 132, and that when the cam face 132 becomes active, both of the other faces 131, 133 must necessarily become inactive on the same side of the shaft 124, and vice versa. In other words; In Figs. 8 and 9 the cam face 132 is'in such position as -to leave the exhaust lever free, and the exhaust valve is therefore closed; whilevthe cam face 131 holds the inlet valve open. In Fi 10'and 11 the cam shaft 124 is shown shi ed longitudinally and without any change `1n its rotative position, relative to that 'shown in Fig. 10 and the position of the valves is, therefore, reversed.

y In view of the organization of the pair of co-acting cylinders 01, c2, the pistons of which are connected with the same crankpin, w1, and the axes of which are disposed substantially at right angles relative to each other, I am enabled to operate the inlet and exhaust valves of the cylinder c1 by4 the same cam faces which actuate the valves of the cylinder c2 inthe manner above described,

this feature being possible by the fact that the angular relationshi or distance between the cam-operate points of the two sets of valve-actuating an le levers 1s thel same as thatbetween the cy inder'axes, as is indicated ,by lines 11, 11b in Fig. 9, it being understood, of course, that the inlet lever"l F1351 is similar to the lever 1352,y and also f that the exhaust levers 1391 and 1392-,are

By referringto Fig. 8 it will be'seen that vthe arm 1382 of the inlet leverA 1352 is in alinement' with the cam arm -1411 of the exhaust lever 1391 for cylinder c1, and that,

furthermore, the ar'm"'1412 of the exhaust lever 1-39'2 for cylinder lc2 is in alinement with the cam. arm 1381, of the inletl lever 1351 for cylinder c1. Hence it follows that the inlet valve of cylinder c2, and the exhaust valve of cylinder c1 are operableby the samefcam faceY (131 in Fig.v8, and 132 in Fig-,10) during the rotation of the cam shaft 124. Likewise, the'exhau'st valve of cylinder c2, and the inlet of cylinder c1 are operable by the same cam face (132Lin Fig. 8, and 133 in Fig. 10)- during the rotation of the shaft 124. Now, inasmuch as the cam faces of the camv 130 are effective only `in opening the valves, it will be readily un e rstood that, according to the condition.

shown in Fi 8 and 9, the inlet` valve stem 1202 (for'cy inder' c2) is in raised position andthe exhaust sleeve 1212 is lowered, so that the piston of cylinder c2 is under 'pressure. Further re, the inlet stem 1201 is raised andthe xhaust sleeve 1211 -is in its lowest position; the piston in cylinder c1 being consequently also under pressure. v By referrin to Fig. 1 it will be seen that the acting aces of the cam 1301for operating `the valves of cylinders o3 and c* are Aset in a diametrically-opposite position, to correspond to the position o the crank-pin w2 which is,.a. s previously stated, dis

metrically-opposite -to the cra -pin w1.

`Therefore, it 1s evident that the positions of osed diathe valves pertaining to the c'linderscs and c* are reversed from those o the. valves lfor the cylinders 01- and 02,;res ectively, so

that for cylinder c the inlet va ve is closed, and the exhaust valve is open, and, .for cylinder c* also, the inlet is closed, and the both cylinders c3 and cf are Aexhaustjing. If it is now taken into consideration that each of the cams is so set relative to the crank-pin belonging to its coperative pair of cylinders that the change'of position in the valves exhaust valve is open, and that consequently is effected when the pistons are near the end of their respective strokes, the position of the cam 130b in Fig. 1 indicates that the shafts s and 12,4 are rotating inthe direction of arrow a (Figs. 2 and 9).

When the cam shaft 124, with the cams 130a and 1301, is shifted to bring the facesI 'or neutral positions, the cam face 132 is disposed between the actuating'arms of the the cam shaft 1211, and

inlet and exhaust levers, (see Fig. l) and in order to facilitate the4 shifting movment of the cam shaft, the several cam faces are provided at theirl sides with inclined surfaces for gradually acting uponthe arms of the valve levers, when the shaft 121`is rotating, these surfaces permitting the latter to be shifted from its neutral positionV in one direction to control the valves for running the engine forward, and in thev other direction for causing a backward rotation of the engine shaft.v

Means are provided for shifting the shaft 124 longitudinally-for the purposes mentioned, and while hand-operated devices may be advantageously used, I prefer to employ a fluid-actuated device which receives. its actuating fluid pressure from the reset"Y- voir R.

The bearing 1251 for the sprocket hub 1261 has an upward extension 150 boredout to form a cyhnder adapted to receive a piston 151 .which is secured upon a rod 152, passing through a stuling boX 153 and guided in an ear 154 projecting from one of the bearings 125 previously referred to. The piston rod 152 carries a fork 155 in engagement with a spool 156 which is secured upon s rings 1561 may be interposed between the fork hub and the bearing 125 and stuffing box 153 respectively, to return thepiston 151 to a practically central. position in lthe cylinder 150, at which time the valve cams are in their neutral positions. In order to frictionally hold the piston rod in its neutral position, I preferably employ a spring-pressed pin 157 having a pointed end for engaging a proper ly formed recess in the rod (see 1g. 3 Y v `The outer end of the cylinder 150 is closed by a cap 158, and the piston 151 is adapted to be moved in opposite directions by air pressure.enteringthe cylinder through either one or the other of. au pair of tubes 170, 171, respectively, the influx of air being controlled by a valve mechanism which willV admit fluid under pressure from the reservoirinto one or the other of the tubes, and on the other hand will r`eli`eT6oth sides` of the piston from .pressure when the engine is to be operated as a gas motor, or by the primaryfluid, only.

A simple form of controller for the piston 151 is illustrated in Fig. 12 as being in communicationwvith the tubes 170, and 171 as well as the reservoir R. The controller may comprise a three way valve casing 160 have ing an inlet port 161 at all times in communication with the reservoir R and the port 162 in the plug 163. The outlet ports of the plug are adapted to be brought into register with the pipe inlets respectively by turning the valve plug to right or left, so as to admit pressure to either the tube 170 or 171 according to which direction it is intended to run the motor, that is to say, forward or backward. When the plug is in the neutral position as shown in Fig. 12, the

piston 151 will be maintained in the position shown in Fi 3, by the springs 1561, 1561, this beingt eposition of the piston duringY the time the motor is operating underY vthe primary fluid, and during this time the members 120 121 and their cooperatingelements will remain inactive. As soon, however, as the piston is shifted to veither vthe right or left so as to cause the cams to become operative, the members 120A i and 121 will be caused to operate so as tov permit the stored pressure in the reservoir to become the motive fluid for actuating the pistons. It is to be understood lthat while the motor may be operated from the reservoir R so long as there is sufficient pressure in the said reservoir, I prefer to run it by the secondaryfluid aS. a Startngnlcdium in lieu of the usual method of cranking, a method which is generally unsatisfactory.

The sprocket S1 on the shaft S is adapted to drive a sprocket S11 on the shaft P1 of the pump P comprising four double action cylinders A1 vA2 and G1 G2, the first named of which A1. will supply the proper amount ofwhich has a pipe g4 leading to the engine cylinder c1, the air being carried thereto through a pipe a4 connected with the opposite end of the. pump cylinder A2.

Now itfwillabe seen that as oule, of gas supply is provided as for.example,'the tank T `interposed between which and the pump -'cylinders is a controller X having a plug therein, vwhereby gas may be admitted to one or more cylinders or'entirely cut olf from vrsaid cylinders if desired. In this manner any number of the cylinders may be supplied with gas according to the powerrequired of the motor. p

In the vdrawin accompanying this specifcation, I have i lustrated-a motor comprising lfour cylinders which by virtue of their organization, will impart four iinpulsesto the engine shaft for each rotation thereof.

p VVhilethis motor, to ether with its various accessories, is' deelne sufficient to explain the invention, I preferl to employfa motor` comprising more cylinders, organized in cooperative pairsso as to obtain a greater number o l p impulses and consequently enhance the power and smooth running qualities of the engine.

From the fore 4oing description it will be apparent that w en ,the motor is to be run by a secondary iluid'the direction of movementof the fluid impulse receiving member or'members may beV controlled by shifting thefcams either to the right or to the left, so I that the motor may be caused to run either forward or backward. After the direction.

of movement of the impulse receiving part .has been'determined and effected, the primary uid may be introduced and the mechanisms 'necessary for the proper loperation f of the motor by the primary iuid havin to rotate .the shaft in a forward direction, the cams may be shifted so as to cause the.

*been lcaused to opera-te, the direction'o movement of the impulse receiving member or members controlled b the mechanism op'- erating with thesecon ary fluid will continue. Therefore it is -apparent that the motor may be run either forward or backward by the secondary iuid or either forward or backward by the primary duid,

Ywhich ,-in the' present instance isl gas. By

utilizing the construction of motor previousl herein before described, the direction of t e movement of the impulse member or members` of the motor may be positively controlled so'thatiin starting thefmotor, if

it is desired to move backwardly, it will be necessary onlyy to'shift the cams into the proper position so as to move k.the piston or pistons inthe direction to cause the shaft to move backwardly and then introduce the gas so that the backward motion will continue. The secondary iuid having. been cut oil", the backward movement of the'shaft will be caused to continue. If it is desired secondary iuid to passinto the cylinder or cylinders at such time as to vcause the'piston to move the shaft in a forward direction,l

after4 which the gas may be introduced into the cylinderaorv cylinders to continue the movement.; At any time 'while the motor is running under the primary fluid, .the secondary fluid may be'cut voff and the cams Achamber of' said cylinder, a check va normally closing the 1reservoir and the cylin er, o

shifted -to cause the' impulse receivingmemi ber or members for example pistons) to move in thel proper direction-and as soon as ,they arestarted in the proper direction, the

gas introduction continues.

I do not herein claim the-cooling means here shown and described, asthis forms the subject-matter of my co-pending application Serial No. 295,638. Nor do I-herein claim thel sparking mechanismy here disclosed, as

this is included in the subject-matter of my CO-p'ending application serial No. 305,665. What I claim is:

1. y The combination with'an engine cylinder, a as mixture supply mechanism therefor an means for controlling the operation of said mechanism,.of an air pressure reservoir, air admitting andexhausting devices for said cylinder one' of said exhausting de vices being a check valve, and means for .controlling y the operation of said devices whereby the 'check valve may become the ad,

mitting device.

2. The combination with va s engine cylinder, a mechanism for su p ying as mixture thereto, a secondary uid supp y reservoir inl-communication with the explosion `valve for preventing communication beioo tween the reservoir andthe cylinder, said check valve being adapted-to be unseated by each ex losion to permit art of theexploded c arge to passint'o t e reservoir, and means for intermittentlyopening said normally seated check valve to permit pressure from the reservointo pass into the cylinder.

4. The combination with a motor cylinder and a l ting a el charge to be introduced into said cylinder, a reservoir, a port in communication with said reservoir and said cylinder, a

ported valve in said port and opening in one direction only, the port in said valve permit- "ting a part of the exploded gasto pass into said reservoir, a valve for normally preventing the return of said exploded gas into said reservoir, andV means for unseating said last named valve.

5. The combination with a cylinder and a piston therein, of a source of Huid supply having a port connected to said cylinder, a valvefor normally closing communication plilston therein," of means for'perxnit-y izo between said port and said cylinder, a no1?- mally closed exhaust valve having an elongated cylindrical stem, a longitudlnal valve unseating member within the stem and adapted to unseat theadmission valve, and means for alternately moving the valve unseating member and the cylindrical stem.

6. ln a motor, the combination with a cylinder, means for feeding a charge ithereto, and a storage receptacle in communication with said cylinder, of a valve in said communication between said cylinder and said receptacle, said valve having an aperture therethrough; substantially as described.

7. ln a motor, the combination with a cylinder, means for feeding a charge thereto, and a storage receptacle in communication with said cylinder, of an automatically-seating outwardly-opening valve in said communication, an automatically seating inwardly-opening valve in said communication and provided with an aperture therethrough, and means for opening said outwardly-opening valve; substantially as described.

8. The combination with a cylinder of an explosion motor, of a reservoir adjacent to said motor, a conduit leading from said motor and communicating with said reservoir, a ported valve in said conduit, an imperferate valve in said conduit, and an exhaust valve adapted to be opened when said imperforate valve is closed and closed when said imperforate valve is opened.

9. The combination with a cylinder of an explosion motor, of a reservoir adjacent to said motor, a conduit leading from said motor and communicating with said reservoir, a ported valve in said conduit, an imperforate valve in said conduit, an exhaust valve adapted to be opened when said imperforate valve is closed and closed when said imperforate valve is opened, and means for operating said valves, comprising shifting cams adapted to be moved into and1 out of actuating positions.

10. In an explosion motor, the combination with a cylinder having a valved fuel inlet port and an open exhaust port, an air inlet port for the admission of compressed air, an air exhaust port, said two latter mentioned ports' being provided with valves, and means movable into and out of operative position for alternately opening the twoA last mentioned ports.

11. In an explosion motor, the combination with a cylinder having a valved fuel 1nlet port and an open exhaust port, an air inlet port for the admission of compressed air, an air exhaust port, said two latter men-4 tion with said. ports, a shiftable means for opening and closing said ports, and a single device 1n communication with said source of air supply for actuating said shiftable means.

13. In a motor, the combination with. a cylinder having a port, and a valve controlling said port, of a shiftable valve-operating member, means for shifting said member, and oppositely acting springs exerting their influence upon said valve-operating member and yieldingly holding the same out of valve-operating position; substantially as described. y

14. ln a motor, the combination with an engine cylinder having inlet and exhaust ports, a shiftable shaft provided with meansv for opening and closing said ports, means for shifting said shaft, comprising a piston and cylinder, one of these being movable with relation to the other, and springs for normally holding the movable member in a determined position with relation to the immovable member.

15. A motor, comprising a plurality of cylinders, means for introducing a fuel into and exhausting it from the respective cylinders, means for introducing and exhausting a compressible secondary fluid into and from said cylinders, and means for cutting 0H the secondary fluid from a determined number of cylinders and at the same time pefuitting the fuel to be introduced into all the cylinders.

ln testimony whereof, I hereunto aiiix my signature, in the presence of two witnesses.

ALBERT F. ROCKWELL. Witnesses:

B. F. FUNK, H. WV. TUTTLE.

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