US1705130A - Internal-combustion engine - Google Patents

Description

March 12, 1929.

J. M KLUSKY 1,705,130

INTERNAL COMBUSTION ENGINE Filed Aug. 11, 1927 5 Sheets-Sheet 1 March 12, 1929. J, MCKLUSKY 1,705,130

iINTERNAL COMBUSTION ENGINE Filed Aug. 11, 1927 5 Sheets-Sheet 2 5 Sheets-Sheet 5 J. M KLUSKY INTERNAL COMBUSTION ENGINE Filed Aug. 11, 1927 March 12, 1929.

March 12 1929. J. MCKLUSKY 1,705,130

INTERNAL COMBUSTION ENGINE Filed Aug. 11, 1927 5 Sheets-Sheet 5 Patented Mar. 12, 1929.

JOHN MGKLUSKY, OF NEW HAVEN, CONNECTICUT.

INTERNAL-COMBUSTION ENGINE.

Application filed August 11. 1927. Serial No. 212,218.

This invention relates to an improvement in internal combustion engines and particularly to that class of internal combustion engines having a rotary group of radially-arranged cylinders.

The object of this inventionis to produce a simple, eflicient and reliable engine of the class described, constructed with particular reference to fewness of parts.

WVith this object in view, my invention consists in an internal combustion engine characterized by having a stationary casing formed with one or more ports and a rotary group of radially-arranged cylinders located in the casing and eaclrof which is also provided with a port adapted to successively register with the one or more ports of the casing, whereby valves may be dispensed with, together with the cams, levers, etc., for operating the same.

My invention further consists in an internal combustion engine characterized as above and having the stationary casing provided with a scavenging-air port, so that air, under pressure, may be passed through the cylinders to rid them of residual burned gases.

My invention further consists in an internal combustion engine having certain details of construction and combination of parts as will be hereinafter described and particularly recited in the claims.

In the accompanying drawings:

Fig. 1 is a view in rear elevation of an internal combustion engine constructed in accordance with my invention;

Fig. 2 is a side view thereof;

Fig. 3 is a view inrear elevation on a slight- 1y enlarged scale with the two halves of the rear casing-plate removed;

Fig. 4 is a vertical central sectional view on an enlarged scale taken on the line 44 of igs. 5" and 5 are complementary views in central transverse section on the line 5-5 of Fig. 2 on the same scale as Fig. 4;

Fig. 6 is a'broken detailed sectional view on a greatly enlarged scale taken on the line 6-6 of Fig. 1;

Fi 7 is a broken sectional view on the line 7 of Fig. 6; V

Fig. 8 is a detached perspective view of one of the expansible packing-rings;

Fig. 9 1s a corresponding view of one of the segmental guard-plates; and

sen for illustration is particularly designed for use in aircraft and consists of a radiallyarranged group of six cylinders 10 bolted at their outer ends to a coupling-ring 11 which serves to tie the said cylinders together and is provided upon its periphery with a relatively-thin hardened-steel facing ring 12. At their inner ends each of the said cylinders is clamped between the front and rear halves 13 and 13 respectively of a crank-case ring 14, the front and rear faces of which are respectively provided with disk-like end- plates 15 and 16.

Each cylinder is provided with a steel lining-tube 17 which abuts at its outer end against the inner periphery of the couplingring 11 aforesaid in line with a circular passage or port 18 extending radially therethrough and through the facing-ring 12 aforesaid.

Each of the end- plates 15 and 16 of the crank-case before referred to is provided with an outwardly-projecting hub 19, between the interior of which and the opposite ends 20 and 21 of a two-part stationary hollow crankshaft 22 are interposed anti-friction bearin s 23, so that the end- plates 15 and 16, cran case ring 13, cylinders 10, rings 11 and 12, as a group, together with parts connected therewith, mayrevolve about the crank-shaft with a minimum of friction. The eccentric central portion 24 of the stationary hollow crankshaft 22 is shouldered, as shown, to mount a pair of anti-friction bearings 25 which are interposed between it and the hub 26 of a master connecting-rod 27 which is connected to one of the pistons 28. master connecting-rod 27 by means of wristpins 29 are a series of five connecting-rods 30, each of which latter, like the master connecting-rod 27 is pivoted at its outer end to one of the pistons 28,all in the manner common to internal combustion engines of this type.

Pivoted to the hub 26 of the In line with and arranged around the out head ring is slightly larger than the exterior diameter of thefacing-ring 12, so that the latter, together with the cylinders, may revolve within the said cylinder-head ring without actual contact.

The forward face of the cylinder-head ring just referred to is provided with a two-part casing-plate 34, also diametrically divided to form an upper half 35 and a lower half 36, each of which is formed with ventilatingopenings 37 and with half of an outwardlyprojecting bearing-sleeve 38, between the interior of which and the hollow propellershaft 39 is interposed an anti-friction bearin 40, as shown. The propeller-shaft 39 just re erred to is coupled to the hub 19 of the revolving crank-case end-plate 15 by means of bolts 41, as shown in Fig. 4.

The rear face of the cylinder-head ring 31, like its front face, is provided with a casingplate 42 diametrically divided to form an upper half 43 and a lower half 44, each of which is formed with ventilating-openings 45 and is secured at its inner end to an inwardly-projecting hub-plate 46, which latter is coupled to the crank-shaft 22 by means of a key 47, so that the said crank-shaft is held stationary with the engine-casing which comprises the casing- plates 34 and 42 and the cylinder-head ring 31.

The lower half 33 of the cylinder-head ring 31 is formed with an exhaust-port 48, a scavenging-air port 49, and an inlet port 50, each of which passes radially through the said cylinder-head ring in line with the ports 18 in the rings 11 and 12, and hence in line with the open outer ends of the cylinder 10, as shown in Figs. 5 and 5".

To provide for a passage of scavenging air through the cylinders 10, each is formed near its inner end with a series of radial ports 51 which also extend through the lining-tube 17 of the cylinder, as clearly shown in Figs. 4, 5 and 5'. These ports just referred to are so located in the cylinder 10 that they are uncovered by the pistons 28 when the. same reach the limit of their inward radial travel. Around each of thepistons 10 and in line with the orts 51 thereof, I form in the two halves of t e crank-case ring 14 a circumferential air-channel 52, each of which is in communication with a sloping radialair-pipe 53 which, in turn, 0 ens at its inner end into an annular air-cham er 54 (Fig. 4), which latter is supplied with air under pressure through a passage 55 formed in the hub-plate 46 forming part of the rear casing-plate 42 aforesaid.

To prevent the exploding gases from escaping laterally across theupper face ofthe upper ha f 32 of the cylinder-head ring 31, which is the point at which it is intended to have the explosion-cycle of my improved engine take place, I locate on each of the opposite sides of the group of cylinders 10 a segmental guardplate 57 which is positioned in a segmental groove 58 located in the saidupper half 32 of the cylinder-head ring 31. A corrugated spring 59, located in the groove 58 above the guard-plate 57, tends to maintain the latter in yielding contact with the periphery of the facing-ring 12.

Between each of the segmental grooves 58 above referred to and the side of the cylinderhead ring 31 adjacent thereto respectively, I form in the latter an internal annular groove 60 which receives a split resilient packingring 61 which is proportioned to normally hug the periphery of the facing-ring 12. One end of each of the said rings 61 abuts against a stop-pin 62 (Fig. 7), while its opposite end is formed with an outwardly-offsetting ear 63 which is engaged by a cam 64 for expanding the said ring to free it from contact with the facing-ring 12, as will be hereinafter described. The two cams 64, which respectively coact with the ears 63 of the respective packing-rings 61, are both mounted upon a common shaft 65 extending transversely through the upper half 32 of the cylinder-head ring 31, as clearly shown in Fig. 6. said shaft 65 is provided with an operatinghandle 66 by means of which it may be turned to expand the ring 61, while its opposite end is provided with a retaining-nut 67.

It is intended that the packing-rings 61 shall only remain in contact with the facingring 12 for a short interval immediately following the starting of my improved engine, and only until the same attains a normal operating speed. When a proper speed has been attained, the handle 66 is operated to turn the cams 64 with the effect of expanding both of the packing-rings 61 into the position indicated by broken lines in Fig. 7, so that the rotatinlg parts of my improved engine, including t e cylinders 10, coupling-ring 11 and facing-ring 12, are freed of any frictional restraint by the said packing-ring 61, and destructive friction between the said packingrings and the facing-ring 12 is avoided.

To prevent the esca e of gases when the packing-rings 61 have 8811 expanded out of engagement with the facing-ring 12, as above described, I secure by means of screws 68 to each of the opposite sides of the couplingring 11 a washer-like mercury packing-ring 69, the o posite face of each of which, near the periphery thereof, is formed with an annular series of impeller-notches 70 which extend into annular internal mercury chambers 71, one of which is located near the front and rear faces, respectively, of the engine. The front mercury chamber 71 is formed partly in the front end of the cylinder-head ring 31 and partly in the inner face 01 the front casing-plate 34, while the corresponding rear mercury-chamber 71 is formed partly in the rear face of the said cylinder-head ring and partly in the inner face of the rear casingplate 42, as clearly shown in Fig. 4. When One end of the p the en ine has attained suflicient speed and after t e packing-rings 61 have been expanded to free them of contact with the facingring 12, the impeller-notches of the mercury packing-ring 69 will act to throw mercury,

which is stored in the chambers '71, outward with sufficient force to effectually prevent the lateral escape of gases.

An engine constructed in accordance with my invention may have its cycles timed in various orders; the particular form of engine chosen herein for the illustration of my invention is designedto function in the fo lowing manner:

Each of the cylinders 10 is filled with gaseous mixture, is fired, exhausted, and scavenged in exactly the same manneras itscomplementary cylinders, so. that a description of the functioning of one will suflice for all.

A given cylinder, upon coming into registration with the inlet-port 50, will receive through the port 18 of the rings 11 and 12 and through its open outer 'end a charge of explosive gaseous mixture under pressure, at which time the piston of the cylinder now being described is near the limit of its in ward radial movement. Upon passing out of registration with the inlet-port 50, the gaseous mixture will be compressed by the outward movement of the piston, and upon reaching a nearly vertical position within the top of the casing, will have the compressed gaseous mixture within ignited by a s arkplug 73, thereby exerting an inward t rustupon the piston, with the effect of imparting a clockwise impulse to the cylinders as a group, together with the cylinder couplingring 11, facing-ring 12, crank-case ring 14, and associated parts.

When the piston within the cylinder being described nears the limit of its inward radial movement, its port 18 will have moved into registration with the exhaust-port 48, thus permitting the burned gases to escape outward through the said port and through an exhaust-pipe 7 4.

The continued movement of the cylinder will bring it into registration with the scavenging-air port 49, at which time, also, its piston will have retired radially inward sufliciently to uncover the scavenging-air ports 51 in the cylinder walls. Immediately upon the uncovering of the ports 51, as described, air under ressure will be ermitted to flow into the cy inder from the air-channel 52 and outward through the port 18 and scavengingair port 49 and carry with it any residual burned gases which may have failed to pass out through the exhaust-port 48 aforesaid. The continued clockwise movement of the cylinder will move it out of registration with the scavenging-air port 49 and again register it with the intake-port 50, the piston 28, meanwhile, traveling slightly outward, so as to recover the air-ports 51 in the cylinder wall, so as to prevent the ingress of any scavenging air at this time. The cylinder is now in position to receive a fresh charge of gaseous mixture and will a ain pass through the cycle previously described.

By means of my invention, I am enabled to construct a simple and reliable engine with a high ratio of horse power per pound weight, since I am enabled, in a simple and reliable manner, tocause the same to function as a two-cycle engine, whereby the six cylinders shown in the drawings have a poweroutput substantially equal to that of a twelvecylinder four-c cle engine. Furthermore, I am enabled to ispense with valves, together with the cams, levers, etc., for operating the same and to avoid many of the objections common to prior engines of this general type.

Thus, when functioning through the cycle a above described, centrifugal force acts to assist the expulsion of burned gases and to assist the passage of scavenging air through the cylinders.

By introducing scavenging air under pressure into the cylinders, between the exhaust and intake cycles thereof, I am enabled to largelycounteract the tendency of centrifugal force, which ordinarily at this time is free to throw oil outward from the crankcase and past the pistons.

I claim:

1. An internal combustion engine, comprising a stationary casing; inlet, outlet and scavenging-air ports formedin said casing; a rotary group of radially-arranged cylinders located within said casing; a piston within each of said cylinders; a scavenging-air port formed in the side wall of each cylinder near the inner end thereof and positioned so as to be uncovered by a piston therein when the same is in line with the said scavengingvair port in the casing; an air-duct connecting the said scavenging-air ports in the side wall of each cylinder witha source of air under pressure; a second port also formed in each cylinder near the outer end thereof and adapted to register with said inlet, outlet and scavenging-air ports of the said stationary casing; a stationary crank-shaft; and connectingrods extending between each of said pistons and the said stationary crank-shaft; whereby when the said port in the outer end of each cylinder is brought into registration with the scavenging-air port in the said casing, air under pressure will be automaticall admitted into the inner end of a given cylinder for positively forcing the residual gas throu h the scavenging-air port in the casing.

2. in internal combustion engine, comprising a stationary casing; a stationary cylinder-head ring carried by the said casing; inlet, outlet and scavenging-air ports formed in the said ring; a rotary group of radially-arranged cylinders located within the said casing and ring; a piston within each of the said cylinders; a scavenging-air port formed in the side wall of each cylinder near the inner end thereof and positioned so as to be uncov ered by a piston therein when the same is in line with the said scavenging-air port in the casing; an air-duct connecting the said scavenging-air port in the side wall of each cylinder with a source of air under pressure; a second port also formed in each cylinder near the outer end thereof and adapted to register with the said inlet, outlet and scavengingair ports of the said cylinder-head ring; a stationary crank-shalt; and connecting-rods extending between each of said pistons and the said stationary crank-shaft.

3. An internal combustion engine, comprising a stationary easing; inlet and outlet ports formed in the said casing; a rotary group of radially-arranged cylinders located within said casing; a coupling-ring extending between the outer ends of the said cylinders; a port formed in each of said cylinders and adapted to register with the inlet and outlet ports of the said stationary casing; a substantially-annular expansible sealing-ring mounted in the said casing so as to bear upon the periphery of the said coupling-ring at a point to one side of the said cylinders in position to prevent the lateral escape of gases between the said coupling-ring and the said easing; means for retracting the said sealingring from contact with the periphery of the said coupling-ring; a piston Within each of said cylinders; a stationary crank-shaft; and connecting-rods extending between each of said pistons and the said stationary crankshaft.

4. An internal combustion engine, comprising a stationary casing; inlet and outlet ports formed in the said casing; a rotary group of radially-arranged cylinders located within said casing; a coupling-ring extending between the outer ends of the said cylinders; a port formed in each of said cylinders and adapted to register with the inlet and outlet ports of the said stationary casing; an annular inwardly-opening fluid-receiving sealingchannel formed in the said casing at one side of the ports therein; sealing fluid located in the said channel; an impeller-ring carried by the said rotating group of cylinders and projecting into the said sealing-channel in the casing so as to outwardly hurl the fluid therein by centrifugal force so asto form a gas-proof seal between the said coupling ring and the said casing.

In testimony whereof I have signed this specification.

JOHN McKLU SKY.

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