US1718070A - Engine - Google Patents

Description

Juhe 18, 1929.

A. E. PETERS ENGINE 5 Sheets-Sheet l Filed April 16 1926 INVENT'OR 7111 P f BY HIS ADTORNEY.

June 18, 1929. A. E. ETERs ENGINE 3 Sheets-Sheet 2 Filed April 16, 1926 4 INVENT R 7 H1 71]? ZLEPGZCBS. 2 2% 2 I HI/S' ATT NEY,

June 18, 1929. E PETERS I I 1,718,070

ENGINE Filed April 16, 1926 3 Sheets-Sheet 5 IN VEN TOR Ha f/2 0E1? fem H5 ATT NE Y Patented June 18, 1929.

UNITED STATES PATENT OFFICE.

ARTHUR E. PETERS, OF LITTLETON, COLORADO, ASSIGNOR TO INGERSOLL-RAND COM- PANY, OF JERSEY CITY, NEW JERSEY, A CORPORATION OF NEW JERSEY. i

ENGINE.

Application filed. April 16,

This invention relates to fluid actuated engines, and more particularly to that type of engine in which the piston is adapted to rotate with a crank, as for instance, in the square piston type of engine.

It is an object of the invention to distribute the motive fluid for actuating the piston in an efiicient manner. A further object of the invention is to reduce the clearance volume of the piston within its cylinder and to provide cut-off whereby the expansive force of the motive fluid may be utilized.

Further objects will be in part obvious and in part pointed out hereinafter.

In the drawings in which similar reference characters refer to similar parts,

Figure 1 is a plan view, partly in section, of an engine constructed in accordance with the practice of the invention,

Figure 2 is a cross section taken along the line 2-2 of Figure 1 looking in the direction of the arrows, portions being broken away to show the interior construction of the pistons and their valves,

Figure 3 is a cross section taken along the line 22 of Figure 1 looking in the direction of the arrows, the driving gears being indicated in dotted lines, and

Figures 4, 5 and 6 are views partly diagrammatic showing the operation of the distributing valves and the exhaust ports at important points in their cycle of operations.

Referring to the drawings, the motor coinprises a cylinder A held between a front head B and a back head C. A pair of crank shafts D extend through the back head G into the cylinder A and terminate in crank pins E upon which are journaled as by means of anti-friction bearings F, a pair of rectangular rotary pistons G. Each of the pistons G is provided with a rectangular frame H which is adapted to reciprocate in the cylinder A as the crank shafts D rotate. The pistons G are slidably mounted within the rectangular frames H as a guide and adapted to rotate with respect to the crank pins E.

The pistons G are of a type in which there is provided a hollow space which is maintained filled with motive fluid to be distributed to the pressure faces J and K of the pistons for causing the said pistons to reciprocate within the frames H to produce rotation of the cranks D. Means is provided for distributing such motive fluid to the pressure faces J and K which in this instance in- 1926. Serial No. 102,495.

cludes a cylindrical hollow valve L. adapted to rotate with thecrank pin E in a cylindrical bore 0 formed concentrically with the crank pin E. The valve is provided with a port P which as'the valve rotates registers successively with ports Q and R leading from the cylindrical ore O to the pressure faces J and K respectively of the piston G. Valves L are keyed to sleeves S on the crank pins E and are free to move longitudinally with respect to the crank pins E and also bear on the pistons G independently of the crank pins E. The outer faces of the valves L are adapted to slide on the front cylinder head B and are provided with apertures U in communication with a supply port V in the front cylinder head B.

The unbalanced pressure within the cylindrical valve L due to the size of the port U is counter-balanced by a disk comprising a cup leather W supported by the bushing S and adapted to seal a central bore X of the valve L from leakage. A bolt Z bearing against a plate Y holds the cup leather W on the crank pin E. Proper balance of the pressures against the outer face T of the valve L is obtained by providing a second opening I) in that face.

The crank shafts D are journaled by means of anti-friction bearings c in the rear face of the back head C and also bymeans of the anti-friction bearings (11 suit-ably mounted in a flange 6 attached to the back head C by means of suitable bolts A chamber g is preferably provided in the back head C to accommodate weights 7L suitably bolted or keyed to the crankshafts D and adapted to counterbalance the weight of the rotating pistons L. Each shaft D is provided with a driving gear j meshing with a main gear 70 mounted on the main shaft 0 suitably journaled by means of anti-friction bearings p in the flange 6. v

The supply of motive fluid to the pistons L may be obtained through a supply pipe q attached to a supply chamber 1" in a valve chest 8 mounted on the front cylinder head B. Preferably the valve chest 8 is bored longitudinally and provided with ring grooves t, u, '21, w and :0 through which the motive fluid and exhaust are adapted to pass. The ring grooves t and w are connected with the port V and also by means of longitudinal bores 11] with the grooves 12 and w respectively. The groove u communicates with a ter in a neutral position.

clutch mechanism not described or shown in the drawing since it does not form part of the invention claimed. The bore of the valve chest 8 is provided with a removable sleeve 2 having perforations 4: communciating with the grooves 25, a, o, w, and m respectively.

A throttle valve 3 is adapted to slide longitudinally within the sleeve .2 and is provided with perforations 2 adapted to register with the perforations & in operative positions of the valve 3. The valve 3 is hollow and is adapted to receive live motive fluid from the groove r through the perforations at and 2 into its interior. in operative position of the valve 3, motive fluid is adapted to be admitted to the grooves and 10 through the perforations 2 and t and thence to operate the pistons through the ports U and V. The valve 3 is adapted to be actuated by means of a throttle lever 5 provided. with a pinion (not shown) meshing with a rack 6 formed integrally with the end of the valve 3. The ends of the bore of the valve chest .5 are closed by means of suitable plugs 7 held in place by pins 8 passing through the valve chest 8 and are bored to receive coil springs 9 bearing against the ends of the valve 3 to hold the lat- Tn its uppermost position as shown in Figure 1, the valve 3 is adapted to permit motive fluid to flow to the ring groove u for operating the clutch (not shown), at the same position motive fluid is admitted to operate the pistons G; In its lowermost position, the end of the valve 3 uncovers the perforations 2 connecting with the ring groove a and allows motive fluid to exhaust from said ring groove through a hole 10 in the plug 7 to atmosphere. In the neutral position of the valve 3 compressed motive fluid is permitted to escape from the ring groove :12 through perforations 11 in the sleeve 2 and through a cooperatingpassage 12 in the body of the valve 3 and. a longitudinal bore 13 in the valve to atmosphere through a bore 14lin the plug 7.

In this (mibodiment the motor is tltlitt'lllwl to operate a hoist comprising a gear box 15 containing reduction gears (not shown) adapted to be driven by the shaft 0 for operating selectively a pair of drums 16 and 17 concentric with the drive shaft 0. The drum 1'7 is mounted on a center bearing or sleeve 18 attached as by means of a pin 19 to the flange e at one end and to the gear box 15 at the other end. The drum 16 is adapted to rotate on an extension (not shown) of the drum 17. A suitable automatic clutch (not shown) disposed within the gear box 15 is adapted to connect the drums 16 and 17 with the drive shaft 0. A suitable cage 20 is attached by means of bolts 21 to the rear cylinder head C of the motor and to the gear box 15. The cage 20 is provided with arms 21 extending longitudinally of the hoist, there being openings between the arms 21 to permit ropes 22 to pass through from the drums 16 and 17. The gear box 15 is provided with a cover 28 attached by means of bolts 24 and permits access to the reduction gearing and clutch housed within.

The operation of the motor and more particularly of the valve L is shown more clearly in Figures 4, 5, and 6. Each piston G is provided with ports Q, and R in communication with a pressure face of the piston G. valve L is adapted by means of its port P to supply motive fluid through the ports Q, and R to operate the piston; For exhausting motive fluid from the cylinder A there are PI'OVltlOfl grooves 25 formed in both cylinder heads B and C which are adapted to be uncovered by the frames H as they reciprocate, and the timing of the opening of the grooves 25 to the space within the frames H is adjusted by the size and position of the grooves 25.

Referring to Figure 1 and considering the piston G at the left, the piston is shown in uppermost position at which point the port P of the valve Thas come into communication with the upper port Q in the piston G. Motive fluid enter' 1g as indicated by the arrow forces the piston G downwardly rotating the crank E and therefore turning the valve T. As the piston G descends to the position shown in Figure 5, the port 1 passes out of communication with the port Q, cutting off the supply of motive fluid at approiiimately five eighths of the stroke and permitting expansion of the motive fluid beyond this point to the point shown in Figure 6. Motive fluid is permitted to escape through the upper left hand grooves 25 in the cylinder heads 13 and C to atmosphere. During the upward portion of the stroke of the piston G, the cycle of operations is similar with respect to the lower port R of the piston G and the port P in the valve T. The opposite face of the piston G is in communication with atmosphere through the exhaust port groove 25 during the entire upward stroke since the frame H is moving toward the left (Figure 6) and does not close the groove 25' until reaching approximately upward dead center. It will be noted that the ports U and V are constantly in line with the center of rotation of the crank shaft D, thus permitting motive fluid to fill the space within the valve T at all times that the throttle valve is in an operative position.

The two pistons G are set at 90 so that there is no dead center point and the torque on the drive shaft 0 is uniform.

Thus by the above construction are accomplished among others, the objects hereinbefore referred to.

I claim:

1. A fluid actuated engine comprising a cylinder; a crank shaft having a crank pin extending into the cylinder; a rotary piston journaled on said crank pin and adapted to The rotate therewith, and a valve coupled to said pin and journaled in said piston independently of the pin for distributing motive fluid to the pressure faces of said piston.

2. A fluid actuated engine comprising a cylinder; a crank shaft having a crank pin extending into the cylinder; a frame adapted to reciprocate in the cylinder; a piston 'jounaled on the crank pin adapted to rotate thereon and reciprocate the frame, and a valve coupled to said pin and journaled in said piston, independently of the pin, for distributing motive fluid to the pressure faces of said piston.

A fluid actuated engine comprising a cylinder; a crank shaft having a crank pin extending into the cylinder; a hollow rectangular rotary piston journaled on said crank pin and adapted to rotate therewith; a frame adapted to reciprocate in the eylinder and be actuated by the piston, and a valve coupled to said pin and journaled in said piston, independently of the pin, for distributing motive fluid to the pressure faces of said piston.

4. A fluid actuated engine comprising a cylinder; a crank shaft having a crank pin extending into the cylinder; a hollow rectangular piston journaled on the crank pin and adapted to rotate thereon, and provided with a cylindrical bore and ports leading to the pressure faces of the piston, and a valve coupled to said pin and journaled in the piston independently of the pin for distributing motive fluid to the pressure faces to the piston.

5. A fluid actuated engine comprising a cylinder; a crank shaft having a crank pin extending into the cylinder; a frame adapted to reciprocate in the cylinder; a rectangular piston journaled on the crank pin, and adapted to rotate thereon, and having a cylindrical bore and a port communicating therefrom to the pressure faces of the piston, said piston being arranged to reciprocate within said frame, and a cylindrical valve independently journaled within the bore of the piston coupied to the pin for distributing motive fluid to the pressure faces of the piston.

6. A fluid actuated engine comprising a cylinder; a crank shaft having a crank pin extending into the cylinder; a rotary piston journaled on said crank pin and adapted to rotate therewith and a valve in said piston for distributing motive fluid to the pressure faces of said piston, said valve and said piston being concentrically and independ ently mounted on said crank pin.

In testimony whereof I have signed this specification.

ARTHUR E. PETERS.

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